REPORT on the proposal for a regulation of the European Parliament and of the Council Guidelines for the development of the trans-European transport network, amending Regulation (EU) 2021/1153 and Regulation (EU) No 913/2010 and repealing Regulation (EU) 1315/2013

Text proposed by the Commission

Amendment

(3) The Sustainable and Smart Mobility Strategy15 sets out milestones to show the European transport system’s path towards achieving the objectives of a sustainable, smart and resilient mobility. It envisages that rail freight traffic should increase its market share by 50% by 2030 and double by 2050; transport by inland waterways and short sea shipping should increase its market share by 25% by 2030 and by 50% by 2050; traffic on high-speed rail should double by 2030 and triple by 2050; at least 30 million zero-emission cars and 80,000 zero-emission trucks should be in operation on Union roads by 2030, and nearly all cars, vans and buses and new heavy-duty vehicles should be zero-emission by 2050; scheduled collective travel under 500 km should be carbon-neutral by 2030 within the Union; by 2030, there should be at least 100 climate-neutral cities in Europe.

(3) The Sustainable and Smart Mobility Strategy15 sets out milestones to show the European transport system’s path towards achieving the objectives of a sustainable, smart and resilient mobility. It envisages that rail freight traffic should increase its market share by 50% by 2030 and double by 2050; transport by inland waterways and short sea shipping should increase its market share by 25% by 2030 and by 50% by 2050; traffic on high-speed rail should double by 2030 and triple by 2050; at least 30 million zero-emission cars and 80,000 zero-emission trucks should be in operation on Union roads by 2030, and nearly all cars, vans and buses and new heavy-duty vehicles should be zero- and low-emission by 2050; scheduled collective travel under 500 km should be carbon-neutral by 2030 within the Union; by 2030, there should be at least 100 climate-neutral cities in Europe.

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15 Communication from the Commission to the European Parliament, the Council, the European Economic And Social Committee and the Committee of the Regions ‘Sustainable and Smart Mobility Strategy – putting European transport on track for the future’, COM(2020)789 final.

15 Communication from the Commission to the European Parliament, the Council, the European Economic And Social Committee and the Committee of the Regions ‘Sustainable and Smart Mobility Strategy – putting European transport on track for the future’, COM(2020)789 final.

Text proposed by the Commission

Amendment

(4) The realisation of the trans-European transport network creates the enabling conditions in terms of infrastructure basis allowing to make all transport modes more sustainable, affordable and inclusive, to make sustainable alternatives widely available in a multimodal transport system and to put in place the right incentives to drive the transition, notably by ensuring a fair transition, in line with the objectives presented in the Council Recommendation (EU) […] of […] on ensuring a fair transition towards climate neutrality.

(4) The realisation of the trans-European transport network creates the enabling conditions in terms of infrastructure basis allowing to make all transport modes more sustainable, affordable and inclusive in all regions of the Union, to make sustainable alternatives widely available in a multimodal transport system and to put in place the right incentives to drive the transition, notably by ensuring a fair transition, in line with the objectives presented in the Council Recommendation (EU) […] of […] on ensuring a fair transition towards climate neutrality.

Text proposed by the Commission

Amendment

(5) The planning, development and operation of the trans-European transport network should enable sustainable forms of transport, provide for improved multimodal and interoperable transport solutions and for an enhanced intermodal integration of the entire logistic chain, thereby contributing to a smooth functioning of the internal market by creating the arteries that are necessary for smooth passenger and freight transport flows across the Union. In addition, the network should aim at strengthening economic, social and territorial cohesion by ensuring accessibility and connectivity for all regions of the Union, including a better connectivity of the outermost regions and other remote, rural, insular, peripheral and mountainous regions as well as sparsely populated areas. The development of the trans-European transport network should also enable seamless, safe and sustainable mobility of goods and persons in all their diversity, and should contribute to further economic growth and competitiveness in a global perspective, by establishing interconnections and interoperability between national transport networks in a resource-efficient and sustainable way.

(5) The planning, development and operation of the trans-European transport network should enable sustainable forms of transport, provide for improved multimodal and interoperable transport solutions and for an enhanced intermodal integration of the entire logistic chain, with rail as its backbone, thereby contributing to a smooth functioning of the internal market by creating the arteries that are necessary for smooth passenger and freight transport flows across the Union, and by establishing seamless transport connections with neighbouring countries. In addition, the network should aim at strengthening economic, social and territorial cohesion by ensuring accessibility and connectivity for all regions of the Union, including a better connectivity of the outermost regions and other remote, rural, insular, peripheral and mountainous regions as well as sparsely populated areas. The development of the trans-European transport network should also enable seamless, safe and sustainable mobility of goods and persons in all their diversity, and should contribute to further economic growth and competitiveness in a global perspective, by establishing interconnections and interoperability between national transport networks in a resource-efficient and sustainable way.

Text proposed by the Commission

Amendment

(5a) The trans-European transport network should aim for the intermodal integration of the entire logistic chain, interconnecting efficiently in the transport of freight and particularly with urban nodes. It should facilitate a shift to sustainable logistic chains, including decarbonisation of last-mile transport, in compliance with the Union transport-related environmental and climate goals.

Text proposed by the Commission

Amendment

(6) Growth in traffic has resulted in increased congestion in international transport. In order to ensure the international mobility of passengers and goods, the capacity of the trans-European transport network and the use of that capacity should be optimised and, where necessary, expanded by removing infrastructure bottlenecks and bridging missing infrastructure links within and between Member States and, as appropriate, neighbouring countries, and taking into account the ongoing negotiations with candidate and potential candidate countries.

(6) Growth in traffic has resulted in increased congestion in international transport. In order to ensure the international mobility of passengers and goods, the resilience and capacity of the trans-European transport network and the use of that capacity should be optimised and, where necessary, expanded by removing infrastructure bottlenecks and bridging missing infrastructure links within and between Member States and, as appropriate, neighbouring countries, and taking into account the ongoing negotiations with candidate and potential candidate countries.

Text proposed by the Commission

Amendment

(7) The trans-European transport network consists to a large extent of existing infrastructure. In order to fully achieve the objectives of the new trans-European transport network policy, uniform requirements regarding the infrastructure should be established.

(7) The trans-European transport network consists to a large extent of existing infrastructure. In order to fully achieve the objectives of the new trans-European transport network policy, uniform requirements regarding the infrastructure and its maintenance should be established.

Text proposed by the Commission

Amendment

(8) The trans-European transport network should be developed and sustained through the creation of new transport infrastructure, through the maintenance and upgrading of existing infrastructure and through measures promoting its resource-efficient use.

(8) The trans-European transport network should be developed and sustained through the creation of new smart and sustainable transport infrastructure, through the maintenance and upgrading of existing infrastructure and through measures promoting its resource-efficient use and resilience.

Text proposed by the Commission

Amendment

(10) In order to achieve a high-quality and efficient transport infrastructure across all modes, the development of the trans-European transport network should take into account the security and safety of passengers and freight movements, the contribution to climate change and the impact of climate change and of potential natural hazards and human-made disasters on infrastructure and accessibility for all transport users, especially in regions that are particularly affected by the negative impacts of climate change.

(10) In order to achieve a high-quality and efficient and resilient transport infrastructure across all modes, the development of the trans-European transport network should take into account the security and safety of passengers and freight movements, the contribution to climate change and the impact of climate change and of potential natural hazards and human-made disasters on infrastructure and accessibility for all transport users, especially in regions that are particularly affected by the negative impacts of climate change. Particular consideration should be given to enhancing the resilience of critical infrastructure, especially concerning geopolitical developments likely to cause traffic and supply chain disruptions.

Text proposed by the Commission

Amendment

(10 a) The trans-European transport network should contribute to increased accessibility of transport across the Union for all users, especially for people with disabilities and reduced mobility, and should also combat mobility poverty.

Text proposed by the Commission

Amendment

(10 b) The European transport sector has persistent gender issues, when it comes to the analysis of transport, the use of transport, and transport workers conditions. The data collected related to the trans-European transport network, wherever relevant in urban nodes, should be disaggregated by gender in order to increase its accuracy in identifying mobility patterns and differing needs of all users and to better inform policy makers when planning infrastructure and services. Particular attention should be given to gender dimension to ensure equal access to services and infrastructure, such as the use of safe and secure parking spaces, as well as to mitigate gender discrimination, remove barriers to female employment and increase gender equality and diversity in the transport sector, contributing also to labour market efficiency.

Text proposed by the Commission

Amendment

(11) When planning, procuring and implementing projects of common interest, Member States and other project promoters should give due consideration to Directive (EU) 2021/1187 of the European Parliament and the Council16 .

(11) When planning, procuring and implementing projects of common interest, Member States and other project promoters should give due consideration to Directive (EU) 2021/1187 of the European Parliament and the Council16 (the “Smart TEN-T Directive”), to avoid delays in implementing projects, in particular regarding cross-border projects and missing links, thereby ensuring the timely completion of the trans-European transport network.

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16 Directive (EU) 2021/1187 of the European Parliament and the Council of 7 July 2021 on streamlining measures for advancing the realisation of the trans-European transport network (TEN) (OJ L 258, 20.7.2021, p.1).

16 Directive (EU) 2021/1187 of the European Parliament and the Council of 7 July 2021 on streamlining measures for advancing the realisation of the trans-European transport network (TEN) (OJ L 258, 20.7.2021, p.1).

Text proposed by the Commission

Amendment

(12 a) During infrastructure planning, Member States and other project promoters should give due consideration to maintenance, for its needs and costs over the life-time of the infrastructure project. Given the importance of maintenance for the good-functioning of the transport networks, this requirement should be a precondition for receiving funding under the Connecting Europe Facility established by Regulation (EU) No 2021/1153 of the European Parliament and of the Council1a (CEF).

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1a Regulation (EU) No 2021/1153 of the European Parliament and of the Council of 7 July 2021 establishing the Connecting Europe Facility and repealing Regulations (EU) No 1316/2013 and (EU) No 283/2014 (OJ L 249, 14.7.2021, p. 38)

Text proposed by the Commission

Amendment

(13) Given the evolution of the Union infrastructure needs and the decarbonisation goals, the Conclusions of the 2020 July European Council, according to which Union expenditure should be consistent with Paris Agreement objectives and the "do no significant harm" principle, within the meaning of Article 17 of the Taxonomy Regulation17 , projects of common interest should be assessed in order to ensure that TEN-T policy is coherent with transport, environmental and climate policy objectives of the Union. Member States and other project promoters should carry out environmental assessments of plans and projects which should include the “do no significant harm” assessment based on the latest available guidance and best practice. In cases that the implementation of a project of common interest entails a significant harm to an environmental or climate objective, reasonable alternatives should be considered.

(13) Given the evolution of the Union infrastructure needs and the decarbonisation goals, the Conclusions of the 2020 July European Council, according to which Union expenditure should be consistent with Paris Agreement objectives and the "do no significant harm" principle, within the meaning of Article 17 of the Taxonomy Regulation17 , projects of common interest should be assessed in order to ensure that TEN-T policy is coherent with transport, environmental and climate policy objectives of the Union. Member States and other project promoters should carry out environmental assessments of plans and projects which should include the “do no significant harm” assessment based on the latest available guidance and best practice. In cases that the implementation of a project of common interest entails a significant harm to an environmental or climate objective, reasonable alternatives should be considered, with particular attention to alternative transport modes, and especially when the project contributes to ensure accessibility and connectivity for the outermost, remote, rural, island, peripheral and mountainous regions. Those environmental evaluations should be carried out in strict compliance with the timeframe set in the Smart TEN-T Directive.

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17 Regulation (EU) 2020/852 of the European Parliament and of the Council of 18 June 2020 on the establishment of a framework to facilitate sustainable investment, and amending Regulation (EU) 2019/2088 (Text with EEA relevance) (OJ L 198, 22.6.2020, p. 13).

17 Regulation (EU) 2020/852 of the European Parliament and of the Council of 18 June 2020 on the establishment of a framework to facilitate sustainable investment, and amending Regulation (EU) 2019/2088 (Text with EEA relevance) (OJ L 198, 22.6.2020, p. 13).

Text proposed by the Commission

Amendment

(14) Infrastructure projects under the TEN-T Regulation should be resilient to the potential adverse impacts of climate change through a climate vulnerability and risk assessment, including through relevant adaptation measures. Projects for which an environmental impact assessment must be carried out should be subject to climate proofing and integrate the costs of greenhouse gas emissions and the positive effects of climate mitigation measures in the cost-benefit analysis. The climate proofing should be undertaken based on the latest available best practice and guidance18 . This contributes to the integration of climate change-related risks as well as climate change vulnerability and adaptation assessments into investment and planning decisions under the Union budget.

(14) Infrastructure projects under the TEN-T Regulation should be resilient to the potential adverse impacts of climate change through a climate vulnerability and risk assessment, including through relevant adaptation measures. Projects for which an environmental impact assessment must be carried out should be subject to climate proofing and integrate the costs of greenhouse gas emissions and the positive effects of climate mitigation measures in the cost-benefit analysis on a life-cycle basis, including the impacts of the construction phase. The climate proofing should be undertaken based on the latest available best practice and guidance#. This contributes to the integration of climate change-related risks as well as climate change vulnerability and adaptation assessments into investment and planning decisions under the Union budget.

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18 Commission Notice - Technical guidance on the climate proofing of infrastructure in the period 2021-2027 (OJ C 373, 16.9.2021, p. 1).

18 Commission Notice - Technical guidance on the climate proofing of infrastructure in the period 2021-2027 (OJ C 373, 16.9.2021, p. 1).

Text proposed by the Commission

Amendment

(17) The definition of the trans-European transport network should be based on a common and transparent methodology and should represent the highest level of infrastructure planning within the Union. It should be multimodal, that is to say it should include all transport modes and their connections as well as relevant traffic and travel information management systems

(17) The definition of the trans-European transport network should be based on a common and transparent methodology and should represent the highest level of infrastructure planning within the Union. It should be multimodal, that is to say it should include all transport modes and their connections as well as relevant traffic and travel information management systems, and should also include local transport modes related to the morphology of the area, such as cableway or lake transport.

Text proposed by the Commission

Amendment

(18 a) Transport infrastructure functions as a network, therefore the non-conformity or non-operability of a small segment can hamper the efficiency and competitiveness of the system as a whole and prevent grasping the full network benefits. Therefore, Member States should identify those strategic segments, particularly for cross-border projects and missing links, and consider their urgent achievement to be the highest priority.

Text proposed by the Commission

Amendment

(21) The comprehensive network should be sufficiently equipped with alternative fuels infrastructure in order to ensure that it effectively supports the transition to zero-emission mobility, in line with the milestones set in the Sustainable and Smart Mobility Strategy.

(21) The comprehensive network should be sufficiently equipped with alternative fuels infrastructure in order to ensure that it effectively supports the transition to zero- and low-emission mobility, in line with the milestones set in the Sustainable and Smart Mobility Strategy.

Text proposed by the Commission

Amendment

(24) The core network with a deadline of 2030 and the extended core network with a deadline of 2040 should constitute the foundation of the sustainable multimodal transport network, representing the strategically most important nodes and links of the trans-European transport network, according to traffic needs. They should stimulate the development of the entire comprehensive network and enable Union action to concentrate on those components of the trans-European transport network with the highest European added value, in particular cross-border sections, missing links, multimodal connecting points and major bottlenecks.

(24) The core network with a deadline of 2030 and the extended core network with a deadline of 2040 should constitute the foundation of the sustainable multimodal transport network, representing the strategically most important nodes and links of the trans-European transport network, according to traffic needs. They should stimulate the development of the entire comprehensive network and enable Union action to concentrate on those components of the trans-European transport network with the highest European added value, in particular cross-border sections, missing links, multimodal connecting points and major bottlenecks. Construction of new railway lines in cross-border regions should in this regard be accelerated both for freight and passengers with a view to exponentially increase rail freight traffic at Union level.

Text proposed by the Commission

Amendment

(24 a) Given the current pace of realising the TEN-T network, the 2030 deadline for the completion of the core network seems compromised. Member States should therefore consider the realisation of the core network to be of the highest priority, and should strive to realise it before the completion of the extended and comprehensive networks. This priority should be reflected in the investing tools and funding instruments at Union level, in particular for the CEF, in view of its limited budget relative to the investment needs.

Text proposed by the Commission

Amendment

(25) Certain existing standards of the core network should be extended to the extended core and comprehensive network in order to reap full network benefits, to increase interoperability between network types and to enable more activity by more sustainable forms of transport, including through higher digitalisation and other technological solutions.

(25) Certain existing standards of the core network should be extended to the extended core and comprehensive network in order to reap full network benefits, to increase interoperability between network types and to enable more activity by more sustainable forms of transport, including through higher digitalisation and other technological solutions. The provision of clear and reliable planning for the technical specifications for interoperability (TSI) is of utmost importance for regulatory stability, legal certainty and for unlocking investments in the European Rail Traffic Management System (ERTMS).

Text proposed by the Commission

Amendment

(26) Exemptions from the infrastructure requirements applicable to the core, extended core and comprehensive network should be possible only in duly justified cases and subject to certain conditions. This should include cases where investment cannot be justified, or where there are specific geographic or significant physical constraints, for example in outermost regions and other remote, insular, peripheral and mountainous regions or in sparsely populated areas, or for isolated or partially isolated networks.

(26) Exemptions from the infrastructure requirements applicable to the core, extended core and comprehensive network should be possible only in duly justified cases and subject to certain conditions. This should include cases where investment cannot be justified, or where there are specific geographic or significant physical constraints, for example in outermost regions and other remote, insular, peripheral and mountainous regions or in sparsely populated areas, or for isolated or partially isolated networks. When assessing Member States' request for exemption, the Commission shall take into due consideration the functioning and cohesiveness of the whole trans-European transport network, and in particular of connected sections in neighbouring countries and of the functioning of the European Transport Corridors. Exemptions should be granted only exceptionally and, where applicable, should be considered as limited in time.

Text proposed by the Commission

Amendment

(27) The land-side infrastructure network, established through the core network, extended core network and comprehensive network, should integrate with the maritime dimension of the trans-European transport network. To this end, a truly sustainable, smart, seamless and resilient European Maritime Space should be created. It should encompass all maritime infrastructure components of the trans-European transport network.

(27) The land-side infrastructure network, established through the core network, extended core network and comprehensive network, should integrate with the maritime dimension of the trans-European transport network. To this end, a truly sustainable, smart, seamless and resilient European Maritime Space should be created. It should encompass all maritime infrastructure components of the trans-European transport network, while paying special attention to islands and outermost regions.

Text proposed by the Commission

Amendment

(28 a) Maritime ports play also a key role in transport connectivity, logistics, trade and cohesion, while being important for emergency supply chains, resilience, geopolitical aspects and the Union’s strategic autonomy. For inclusion in the trans-European transport network, ports should therefore also be considered, on a case to case basis, in terms of their high European added value and geostrategic relevance for the European internal market and the Union’s defence.

Text proposed by the Commission

Amendment

(31) European Transport Corridors should cover the most important long-distance transport flows and consist of key European transport multimodal axis, based on parts of the trans-European transport network, be multimodal and open to the inclusion of all transport modes covered in this Regulation and cross at least two borders and involve at least three transport modes.

(31) European Transport Corridors should cover the most important long-distance transport flows, with rail as the backbone, and consist of key European transport multimodal axis, based on parts of the trans-European transport network, be multimodal and open to the inclusion of all transport modes covered in this Regulation and cross at least two borders and involve at least three transport modes, and may also include neighbouring countries.

Text proposed by the Commission

Amendment

(32) In order to establish the trans-European transport network in a coordinated and timely manner, thereby making it possible to maximise network effects, Member States concerned should ensure that appropriate measures are taken to finalise the projects of common interest of the core, the extended core and the comprehensive network by the given deadlines 2030, 2040 and 2050 respectively. To this end, Member States should ensure that there is coherence of the national transport and investment plans with the priorities set out in this Regulation and in the work plans of the European Coordinators.

(32) In order to establish the trans-European transport network in a coordinated and timely manner, thereby making it possible to maximise network effects, Member States concerned should ensure that appropriate measures are taken to finalise the projects of common interest of the core, the extended core and the comprehensive network by the given deadlines 2030, 2040 and 2050 respectively. To this end, Member States should ensure that there is coherence of the national transport and investment plans with the priorities set out in this Regulation and in the work plans of the European Coordinators. Projects of national plans which are not aligned with the Union transport objectives should not be considered as a priority for receiving Union funds.

Text proposed by the Commission

Amendment

(34) Projects of common interest to develop the trans-European transport network in line with the requirements set out in this Regulation have European added value, as they contribute to a high-quality, interoperable and multimodal European network, increasing sustainability, cohesion, efficiency or user benefits. The European added value is higher if it leads, in addition to the potential value for the respective Member State alone, to significant improvements of transport connections or transport flows between Member States or between a Member State and a third country. Such cross-border projects should be the subject of priority intervention by the Union in order to ensure that they are implemented.

(34) Projects of common interest to develop the trans-European transport network in line with the requirements set out in this Regulation have European added value, as they contribute to a high-quality, interoperable, resilient, and multimodal European network, increasing sustainability, cohesion, efficiency or user benefits. In this regard, a multimodal connectivity index should be developed in order to measure the increase in connectivity and multimodality for transport infrastructure projects. The European added value is higher if it leads, in addition to the potential value for the respective Member State alone, to significant improvements of transport connections or transport flows between Member States or between a Member State and a third country. Such cross-border projects should be the subject of priority intervention by the Union in order to ensure that they are implemented.

Text proposed by the Commission

Amendment

(35) Member States and other project promoters should ensure that assessments of projects of common interest are carried out efficiently, avoiding unnecessary delays.

(35) Member States and other project promoters should ensure that assessments of projects of common interest are carried out efficiently, avoiding unnecessary delays and respecting the timeframe laid down in the Smart TEN-T Directive.

Text proposed by the Commission

Amendment

(35 a) In the legal frameworks of many Member States, priority treatment is given to certain project categories based on their strategic importance. Priority treatment is characterised by shorter timelines, simultaneous or simplified procedures or limited timeframes for appeals. When such priority treatment is foreseen within a national legal framework, it should automatically apply to projects of common interest under this Regulation. Member States whose national legal frameworks lack such priority treatment should establish one for projects of common interest on the TEN-T.

Text proposed by the Commission

Amendment

(36) Projects of common interest for which Union funding is sought should be the subject of a socio-economic cost-benefit analysis based on a recognised methodology, taking into account the relevant social, economic, climate-related and environmental benefits and costs as well as the life-cycle approach. The analysis of climate-related and environmental costs and benefits should be based on the environmental impact assessment carried out pursuant to Directive 2011/92/EU of the European Parliament and of the Council21 .

(36) Projects of common interest for which Union funding is sought should be the subject of a socio-economic cost-benefit analysis based on a recognised methodology, taking into account the relevant social, economic, climate-related and environmental benefits, territorial balance and costs as well as the life-cycle approach. The Commission should establish a common methodology for a socio-economic cost-benefit analysis of projects enabling a transparent, comparative appraisal of different project proposals under life cycle assessments and prioritisation of project based on their European added value. The analysis of climate-related and environmental costs and benefits should be based on the environmental impact assessment carried out pursuant to Directive 2011/92/EU of the European Parliament and of the Council21 and should comply with the timeframe set in the Smart TEN-T Directive .

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21 Directive 2011/92/EU of the European Parliament and of the Council of 13 December 2011 on the assessment of the effects of certain public and private projects on the environment (OJ L 26, 28.1.2012, p. 1).

21 Directive 2011/92/EU of the European Parliament and of the Council of 13 December 2011 on the assessment of the effects of certain public and private projects on the environment (OJ L 26, 28.1.2012, p. 1).

Text proposed by the Commission

Amendment

(37) In order to contribute to the climate reduction targets of the European Green Deal of a 90% cut in greenhouse gas emissions by 2050, measures to mitigate the greenhouse gas impacts of projects of common interest in the form of new, extended or upgraded transport infrastructures should be analysed.

(37) In order to contribute to the climate reduction targets of the European Green Deal of a 90% cut in greenhouse gas emissions by 2050, measures to mitigate the greenhouse gas impacts of projects of common interest in the form of new, extended or upgraded transport infrastructures should be taken into account.

Text proposed by the Commission

Amendment

(38) Cooperation with third countries, including neighbouring countries, is necessary in order to ensure connection and interoperability between the infrastructure networks of the Union and those countries. In view of this, where appropriate, the Union should promote projects of common interest with those countries, assessing and ensuring that the objectives and requirements of the trans-European transport network are complied with in order to ensure the interoperability of the Union network.

(38) Cooperation with third countries, including neighbouring countries, is necessary in order to ensure connection and interoperability between the infrastructure networks of the Union and those countries. In view of this, where appropriate, the Union should promote projects of common interest with those countries, and also assess and ensure that the objectives and requirements of the trans-European transport network are complied with in order to ensure the interoperability, continuity and decarbonisation of the Union network.

Text proposed by the Commission

Amendment

(38 a) The resilience of the trans-European transport network has been challenged and put to test by the devastating impact of Russia’s war of aggression against Ukraine. That aggression has redefined the geopolitical landscape, bringing to the surface the vulnerability of the Union to unforeseen disruptive events beyond the Union’s borders. Its major impacts on global markets, such as global food security, has highlighted the fact that the internal market and Union´s transport network cannot be viewed in isolation when it comes to shaping Union policy. Better connections with the Union neighbouring partner countries are needed more than ever.

(see EC amended proposal - point 1)

Text proposed by the Commission

Amendment

(38 b) Given that new geopolitical context, the Commission Communication of 12 May 2022 entitled “An action plan for EU-Ukraine Solidarity Lanes to facilitate Ukraine's agricultural export and bilateral trade with the EU " identifies several major transport infrastructure challenges that the Union and its neighbouring countries need to resolve in order to support Ukraine’s economy and recovery, to enable agricultural and other goods to reach the Union and world markets, and to ensure that connectivity with the Union is greatly enhanced for both exports and imports. To offer increased connectivity with the Union, that Communication proposed to assess the extension of the European Transport Corridors into Ukraine and the Republic of Moldova.

(see EC amended proposal - point 2)

Text proposed by the Commission

Amendment

(38 c) Because of Russia’s war of agression against Ukraine, and the position adopted by Belarus in that conflict, cooperation between the Union and Russia and Belarus in the field of the TEN-T policy is neither appropriate nor in the interest of the Union. Hence the TEN-T network in those two third countries should be discontinued. As a consequence, improved cross-border connections to Russia and Belarus are no longer of high priority on the territory of the Member States. Connections currently exist between Finland, Estonia, Latvia, Lithuania and Poland with those two third countries. To reflect the lesser priority in building and upgrading those connections, the last-miles of all cross-border connections with Russia and Belarus currently included in the core network should be downgraded from the core to the comprehensive network for which only a later deadline of implementation of 2050 is provided for. However, in case of a democratic transition in Belarus building and upgrading the country’s cross border connections with the EU in line with the comprehensive economic plan for a democratic Belarus would be a high priority, including through re-inclusion of the country back in the Regulation.

(see EC amended proposal - point 3)

Text proposed by the Commission

Amendment

(38 d) The new geopolitical context also showed how important seamless transport connections are within the Union’s territory and with neighbouring third countries. A different railway track gauge from the European nominal standard nominal track gauge of 1 435 mm severely hampers the interoperability of the railway networks across the Union and even impacts the competitiveness of those isolated railway networks. New railway lines should therefore be only built in European standard nominal track gauge of 1 435 mm. In addition, Member States with a different track gauge network should assess the migration of existing lines of the European Transport Corridors. This obligation should not apply to Ireland as its transport network, due to its insular situation, is fully detached from any land-side connection on the Union territory.

(see EC amended proposal - point 4)

Text proposed by the Commission

Amendment

(39) To achieve transformation of the transport sector into a truly multimodal system of sustainable and smart mobility services, the Union should build a high quality transport network with rail services meeting minimum line speed. Competitive passenger rail has a high potential for the decarbonisation of transport. There is the need to develop a coherent and interoperable European high speed rail network linking its capitals and major cities. Complementing existing high speed lines with passenger lines at a minimum line speed of 160 km/h should in return lead to network effects, a more coherent network and an increased number of passengers travelling by rail. The completion of a high-performance network will also facilitate the development and introduction of new or different models of capacity allocation, for example interval-service timetables enabled by the Timetable Redesign (TTR) initiative.

(39) To achieve transformation of the transport sector into a truly multimodal system of sustainable and smart mobility services, the Union should build a high quality transport network with rail services meeting minimum line speed. Competitive passenger rail has one of the highest potentials for the decarbonisation of transport. There is the need to develop a coherent and interoperable European high speed rail network linking its capitals and major cities, for which sufficient funding is needed. Complementing existing high speed lines with passenger lines at a minimum line speed of 160 km/h should in return lead to network effects, a more coherent network and an increased number of passengers travelling by rail. Double-track infrastructure should be encouraged for railway infrastructure suffering from bottlenecks. The completion of a high-performance network will also facilitate the development and introduction of new or different models of capacity allocation, for example interval-service timetables enabled by the Timetable Redesign (TTR) initiative.

Text proposed by the Commission

Amendment

(40) A more sustainable, resilient and reliable rail freight network across Europe should be established to contribute to the competitiveness of combined transport. The infrastructure for combined railway transport and of terminals should be upgraded to ensure that intermodal transport is primarily done by rail, inland waterways or short-sea shipping and that any initial and/or final legs carried out by road are as short as possible.

(40) A more sustainable, resilient and reliable rail freight network across Europe should be established to contribute to the competitiveness of multimodal and of combined transport. The infrastructure for combined railway transport and of terminals should be upgraded to ensure that intermodal transport is primarily done by rail, inland waterways or short-sea shipping and that any initial and/or final legs carried out by road are as short as possible.

Text proposed by the Commission

Amendment

(41) Given the fact that the deployment of the European Rail Traffic Management System (ERTMS) in Europe is accelerating, and several Member States have already adopted plans to deploy ERTMS on their entire national rail networks by 2040, there is a need to take account of this paradigm shift and set a more ambitious ERTMS deployment deadline for the comprehensive network.

(41) Given the fact that the deployment of the European Rail Traffic Management System (ERTMS), both onboard and trackside equipment, in Europe is in need of acceleration, whilst recognising that several Member States have already adopted plans to deploy ERTMS on their entire national rail networks by 2040, there is a need to take account of slow progress to date and set a more ambitious ERTMS deployment deadline for the comprehensive network.

Text proposed by the Commission

Amendment

(42) ERTMS should be deployed in a continuous manner not only on the core network, extended core network and comprehensive network, including in the urban nodes, but also on access routes to multimodal terminals. This will enable operations with ERTMS only and boost the business case of railway undertakings.

(42) ERTMS should be deployed in a continuous manner, and should be synchronised between onboard and trackside equipment, not only on the core network, extended core network and comprehensive network, including in the urban nodes, but also on access routes to multimodal terminals. Synchronised means a coordinated approach in time and place between infrastructure rollout and the rollout of onboard units of trains. This will enable operations with ERTMS only and boost the business case of railway undertakings. Under no circumstance should it be possible for a new railway project that is not planning ERTMS deployment to be financed by Union funds.

Text proposed by the Commission

Amendment

(43) As deployment of a radio-based ERTMS further contributes to the elimination of national rules affecting operation, Member States should ensure that only radio-based ERTMS will be deployed from 2025 and the entire trans-European transport network equipped with radio-based ERTMS by 2050.

(43) As deployment of ERTMS further contributes to the elimination of national rules affecting operation, Member States should ensure that ERTMS will be fully deployed from 2025 and the entire trans-European transport network equipped with ERTMS by 2050. Since Future Railway Mobile Communication System (FRMCS) technology is promising in terms of quality of service and cost of deployment, development initiatives should be carried out to enable its use in the future. Space technologies could also be used for a faster and less costly deployment.

Text proposed by the Commission

Amendment

(44) ERTMS deployment should be coupled with a regulatory deadline for decommissioning of class B systems trackside, thus making ERTMS the only signalling system used in Member States. Decommissioning of class B systems trackside will bring about significant maintenance savings for infrastructure managers, as deploying ERTMS and keeping additional trackside systems for a prolonged period is very costly and complicated. Class B systems should be removed in a coordinated way with a sufficient transitional period, by 2040, allowing the railway undertakings to anticipate the change and adopt the most suitable migration strategy. ERTMS, being a system, requires a synchronised deployment both trackside and on-board and full system benefits only occur when both trains and trackside are equipped.

(44) ERTMS deployment should be coupled with a regulatory deadline for decommissioning of class B systems trackside, thus making ERTMS the only signalling system used in Member States. Decommissioning of class B systems trackside will bring about significant maintenance savings for infrastructure managers, as deploying ERTMS and keeping additional trackside systems for a prolonged period is very costly and complicated. Class B systems should be removed in a coordinated way with a sufficient transitional period, by 2040, allowing the railway undertakings to anticipate the change and adopt the most suitable migration strategy. ERTMS, being a system, requires a synchronised deployment both trackside and on-board and full system benefits including safety benefits, only occur when both trains and trackside are equipped. The European Climate, Infrastructure and Environment Executive Agency (CINEA), in close cooperation with the horizontal priority coordinator and taking into account the advice of European Union Agency for Railways (ERA), is well placed to contribute to a consistent, synchronised and widespread implementation of ERTMS.

Text proposed by the Commission

Amendment

(44 a) The useful life of rail equipment, including ERTMS, is around thirty years on average, which entails a long amortisation period for investments that, although constituting a brake on the renewal of equipment, is a major economic criterion for the balance of transactions carried out. The frequent evolution of the technical specifications of interoperability limits the lifespan of the equipment in an unpredictable way for the actors of the rail and can consequently constitute a deterrent to investment. It is therefore necessary to tend towards a situation of normative stability and allow, when possible, retrocompatibility of the different system versions.

Text proposed by the Commission

Amendment

(44 b) While the Smart and Sustainable Mobility Strategy sets ambitious targets in terms of high speed network, doubling high-speed rail traffic volume by 2030 and tripling it by 2050, this Regulation should also aim to improve rail high-speed connectivity between capitals and major cities of Europe, in particular by completing missing high-speed rail links in the core and extended core networks.

Text proposed by the Commission

Amendment

(44 c) Complementary to high speed trains, night trains represent a sustainable way of cross-border travelling between European cities, making use of existing rail infrastructure. For its full potential to be fulfilled across the Union, it is necessary that capacity management duly incorporates the specific need for international travel slots and ensures an optimised coexistence between cargo trains and night trains.

Text proposed by the Commission

Amendment

(44 d) The Union set itself several targets for shifting goods from road to rail. With the finalisation of the TEN-T core network in 2030, the Union is expected to finally have a high capacity infrastructure at its disposal, which would enable it to achieve the target as set out in the Smart and Sustainable Mobility Strategy. However, managing this high-capacity European infrastructure in the current system of 25 national infrastructure managers is challenging when it comes to cross-border operations. Since already now more than 50% of rail-freight operations are crossing at least one national border, the legacy system of managing the infrastructure became a considerable capacity bottleneck on its own. Solving this problem requires a European approach and therefore, the Commission should consider submitting a a proposal for a European system of rail traffic management which should be responsible for cross border train operations and which should have the authority to guarantee seamless cross-border operations on the trans-European transport network.

Text proposed by the Commission

Amendment

(45) Inland waterways in Europe are characterised by a heterogeneous hydro-morphology which hampers a coherent performance for all waterway stretches. Inland waterways, especially free flowing stretches, may be heavily impacted by climate and weather conditions. In order to ensure reliable international traffic, while respecting the hydro-morphology and applicable environmental legislation, TEN-T requirements should take into account the specific hydro-morphology of each waterway (for example free-flowing or regulated rivers) as well as the objectives of environmental and biodiversity policies. Such an approach should be considered at river basin level.

(45) Inland waterways in Europe are characterised by a heterogeneous hydro-morphology which hampers a coherent performance for all waterway stretches. Inland waterways, especially free flowing stretches, may be heavily impacted by climate and weather conditions. In order to ensure reliable international traffic, while respecting the hydro-morphology and applicable environmental legislation, TEN-T requirements should take into account the specific hydro-morphology of each waterway (for example free-flowing or regulated rivers) as well as the objectives of environmental and biodiversity policies. Such an approach should be considered at corridor or river basin level and, where needed, be tailored to a more granular level, in particular at waterway section level.

Text proposed by the Commission

Amendment

(45a) Good navigation status should be defined by the natural characteristics of free flowing river basins and no major new interventions nor dredging works, which could have a negative impact on biodiversity, should be encouraged in order to enable navigability.

Text proposed by the Commission

Amendment

(45 b) Good navigation status should be defined in close cooperation with the Member States concerned and, where applicable, the river navigation commissions.

Text proposed by the Commission

Amendment

(45 c) Greater efficiency of cross-border commercial transport operations on inland waterways should be encouraged, including the development of data exchanges in order to enable cooperation mechanisms between Member States, such as Inland Waterways Managers.

Text proposed by the Commission

Amendment

(45 d) Particular attention should be given while building new inland waterway infrastructure to avoid potential barriers to the connectivity of free-flowing rivers and biodiversity loss.

Text proposed by the Commission

Amendment

(46) Being the entry and exit points for the land infrastructure of the trans-European transport network, maritime ports play an important role as cross-border multimodal nodes which serve not only as transport hubs, but also as gateways for trade, industrial clusters and energy hubs, for example with regard to the deployment of off-shore wind installations.

(46) Being the entry and exit points for the land infrastructure of the trans-European transport network, maritime ports play an important role as cross-border multimodal nodes which serve not only as transport hubs, but also as gateways for trade, industrial clusters and increasingly as energy hubs, for example with regard to the deployment of off-shore wind installations. Synergies between trans-European transport network  and trans-European  networks for energy should be increased. While ensuring an open and stable framework for investors is essential for the development of European maritime ports, particular attention should be paid to investments in these ports since they play a strategic role for the  security and strategic autonomy of the Union.

Text proposed by the Commission

Amendment

(48) Road transport in the Union accounts for three-quarters of the total inland freight transport (based on tonne-kilometres performed) and for around 90% of the total inland passenger transport (based on the total number of passenger kilometres). Given the importance of road transport and the commitment to improve road safety in line with the milestone of the Sustainable and Smart Mobility Strategy, there is a need to enhance the road infrastructure from the safety point of view.

(48) Road transport in the Union accounts for three-quarters of the total inland freight transport (based on tonne-kilometres performed) and for around 90% of the total inland passenger transport (based on the total number of passenger kilometres). Given the importance of road transport and the commitment to improve road safety in line with the milestone of the Sustainable and Smart Mobility Strategy, there is a need to enhance the road infrastructure from the safety point of view, as well as to adapt it to sustainability and digitalisation standards ensuring the highest safety standards. The improvement of operational safety throughout the life cycle of vulnerable infrastructure, in particular infrastructure facing vulnerabilities (i.e. tunnels, bridges) is of outmost importance to guarantee quality road infrastructure in the trans-European transport network.

Text proposed by the Commission

Amendment

(48 a) In order to guarantee access to adequate resting facilities for professional drivers, Members States should do their utmost to deploy a sufficient number of safe and secure parking areas for commercial vehicles along the whole trans-European transport network in the Union.

Text proposed by the Commission

Amendment

(48 b) In order to drastically reduce the cases of extremely long border waiting times for road freight transport, the Commission should consider submitting a proposal to significantly reduce border waiting times for road freight transport through the introduction of an Union-wide standard maximum time for processing and controls of heavy-duty vehicles at Union borders. The aim should be to reach an average of 1-minute for processing and controls of EU registered heavy-duty vehicles.

Text proposed by the Commission

Amendment

(48 c) The Commission and the responsible agencies should take all measures at their disposal in order to enable cross-border operations for all modes of transport on the TEN-T network without undue interruptions due to administrative, operational, safety, technical or interoperability reasons. In addition, Member States should engage in multilateral discussions, facilitated by the Coordinator of the respective corridor, in order to solve disputes related to cross-border operations for all modes of transport on the TEN-T network. The responsible Coordinator should inform yearly about any dispute to the European Parliament and the national Parliaments concerned.

Text proposed by the Commission

Amendment

(48 d) Further to a network-wide road safety assessment, Member States should classify all sections of the road network covered by the Directive 2008/96/EC of the European Parliament and of the Council1a in no fewer than three categories. An exemption from the transport infrastructure requirements should only be granted if the road has been classified within the categories that ensure a high level of safety.

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1a Directive 2008/96/EC of the European Parliament and of the Council of 19 November 2008 on road infrastructure safety management (OJ L 319, 29.11.2008, p. 59).

Text proposed by the Commission

Amendment

(49) The trans-European transport network should ensure efficient multimodality in order to allow better and more sustainable modal choices to be made for passengers and freight and in order to enable large volumes to be consolidated for transfers over long distances. Multimodal terminals should play a key role to meet this objective.

(49) The trans-European transport network should ensure efficient multimodality in order to allow better and more sustainable modal choices to be made for passengers and freight and in order to enable large volumes to be consolidated for transfers over long distances, in particular by rail. Multimodal terminals should play a key role to meet this objective. Insufficient punctuality has been a major obstacle to making multimodality an attractive option for the transport of freight and passengers. Efficient management of traffic flows as well as the increase in capacity of the infrastructure will enable rail to play its full part in improving the functioning of the intermodal transport chain.

Text proposed by the Commission

Amendment

(49a) Passenger traffic and numbers of passengers on TEN-T corridors will need to increase. Passengers should have a seamless user experience when searching, selecting and buying their transport services, including through multimodal ticketing.

Text proposed by the Commission

Amendment

(50) Urban nodes play an important role on the trans-European transport network as starting point or final destination ("last mile") for passengers and freight moving on the trans-European transport network and are points of transfer within or between different transport modes. It should be ensured that capacity bottlenecks and an insufficient network connectivity within urban nodes do no longer hamper multimodality along the trans-European transport network.

(50) Urban nodes play an important role on the trans-European transport network as starting point or final destination ("last mile") for passengers and freight moving on the trans-European transport network and are points of transfer within or between different transport modes, and to local and regional transportation. It should be ensured that capacity bottlenecks and an insufficient network connectivity within urban nodes do no longer hamper multimodality along the trans-European transport network. Urban nodes should also encourage the increase of the modal share of sustainable transport modes, such as public transport or active modes.

Text proposed by the Commission

Amendment

(51) As an effective single framework for tackling urban mobility challenges, urban nodes should develop a Sustainable Urban Mobility Plan (SUMP), which is a long-term, all-encompassing integrated freight and passenger mobility plan for the entire functional urban area22 . It should include objectives, targets and indicators underpinning the current and future performance of the urban transport system, at minimum, on greenhouse gas emissions, congestion, accidents and injuries, modal share and access to mobility services, as well as data on air and noise pollution in cities.

(51) As an effective single framework for tackling urban mobility challenges, urban nodes should develop a Sustainable Urban Mobility Plan (SUMP), which is a long-term, all-encompassing integrated freight and passenger mobility plan for the entire functional urban area. Coordination and harmonisation of SUMPs should be encouraged. It should include objectives, targets and indicators underpinning the current and future performance of the urban transport system, at minimum, on greenhouse gas emissions, congestion, accidents and injuries, modal share and accessibility to mobility services, including for vulnerable road users and for persons with disabilities or reduced mobility, as well as data on air and noise pollution in cities. The data collected should be disaggregated based on age, gender and disability, where possible, to ensure that the data is representative of all users and their differing needs and patterns of mobility, as well as properly considers the differing impact of transport and transport infrastructure on the population.

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22 The SUMP concept was first proposed in the 2013 EU Urban mobility package (COM(2013)913 final, Annex I)

Text proposed by the Commission

Amendment

(52) Member States should establish a national SUMP support programme aimed at promoting the uptake of SUMPs and improving coordination among regions, cities and towns. It should support regions and urban areas to develop high-quality SUMPs and reinforce monitoring and evaluation of the SUMP implementation through legislative measures, guidance, capacity building, assistance and possibly financial support.

(52) Member States should establish a national SUMP support programme aimed at promoting the uptake of SUMPs and improving coordination among regions, cities and towns. It should support regions and urban areas to develop high-quality SUMPs and reinforce monitoring and evaluation of the SUMP implementation through legislative measures, guidance, capacity building, assistance and possibly financial support. The Commission should be able to update the list of urban nodes in Annex II at the request of a Member State, with the previous agreement of the urban nodes alongside the European Transport Corridor concerned, with the aim of improving territorial balance and accelerating the transition to a more sustainable mobility.

Text proposed by the Commission

Amendment

(52 a) Each Member State should put in place a national SUMP support programme and designate a national SUMP contact point with the aim of strengthening governance and increasing nation-wide ownership, planning and uptake of sustainable urban mobility policies, and improving coordination among regions, cities, and towns. The national contact point should develop national guidance for urban mobility planning based on the European SUMP Guidelines, provide technical assistance and expert support for the preparation and implementation of SUMPs, monitor progress, review and provide advice to improve the quality of SUMPs within their Member State. They should also promote the national network of cities, regions and towns to foster peer-learning and to disseminate good practices, implement training programmes and organise and coordinate communication campaigns related to SUMPS.

Text proposed by the Commission

Amendment

(52 b) The promotion of active modes in urban nodes contributes to the Union's climate goals, improves public health, reduces congestion, offers last mile solution for passengers and provides economic benefits. Therefore , when planning new transport infrastructure, as well as maintenance and upgrading works in respect of the existing infrastructure, in urban nodes, account should be taken of active mode infrastructures, including walking and cycling infrastructures.

Text proposed by the Commission

Amendment

(54) Multimodal digital mobility services help to enhance the integration of the different transport modes by combining several transport offers into one. Their further development should contribute to nudge behaviours towards the most sustainable modes, public transport and active modes such as walking and cycling.

(54) Multimodal digital mobility services help to enhance the integration of the different transport modes by combining several transport offers into one. Their further development should contribute to nudge behaviours towards the most sustainable modes, public transport and active modes such as walking and cycling, and unlock the full benefits of “Mobility as a Service” solutions. Moreover, urban infrastructure planning should be developed in accordance with Union standards on road safety. Standards for safety of cycling and walking infrastructure should be developed to increase the shift to more sustainable modes of transport.

Text proposed by the Commission

Amendment

(55a) Since this Regulation aims to create state-of-the art infrastructure, the trans-European transport network should be equipped with the necessary ICT systems, which would enable the introduction of targeted risk-based checks, and contactless and paperless non-discriminatory inspections based on access to real-time digital data on drivers, operators, commercial vehicles and cargo. All such checks and inspections should be carried out in a fully non-discriminatory way.

Text proposed by the Commission

Amendment

(57) Adequate planning of the trans-European transport network is required. This also entails the implementation of specific requirements throughout the network in terms of infrastructure, ICT systems, equipment and services, including the requirements for the alternative fuel infrastructure rollout as defined in Regulation (EU) […] of the European Parliament and of the Council [on the deployment of alternative fuels infrastructure]23 . It is therefore necessary to ensure adequate and concerted deployment of such requirements across Europe for each transport mode and for their interconnection across the trans-European transport network and beyond, in order to obtain the benefits of the network effect and to make efficient long-range trans-European transport operations possible. In order to ensure the deployment of alternative fuels across the entire road network of the trans-European transport network in line with the targets set in Regulation (EU) […] [on the deployment of alternative fuels infrastructure], references to ‘core network’ in Regulation (EU) […] [on the deployment of alternative fuels infrastructure] should be construed as references to ‘core network’ as defined in this Regulation. References to ‘comprehensive network’ in Regulation (EU) […] [on the deployment of alternative fuels infrastructure] should be construed as references to ‘extended core network’ and ‘comprehensive network’ as defined in this Regulation.

(57) Adequate planning of the trans-European transport network is required. This also entails the implementation of specific requirements throughout the network in terms of infrastructure, ICT systems, equipment and services, including the requirements for the alternative fuel infrastructure rollout as defined in Regulation (EU) […] of the European Parliament and of the Council [on the deployment of alternative fuels infrastructure]23. It is therefore necessary to ensure adequate and concerted deployment of such requirements across Europe for each transport mode and for their interconnection across the trans-European transport network and beyond, in order to obtain the benefits of the network effect and to make efficient sustainable long-range trans-European transport operations possible. In order to ensure the deployment of alternative fuels across the entire road network of the trans-European transport network in line with the targets set in Regulation (EU) […] [on the deployment of alternative fuels infrastructure], references to ‘core network’ in Regulation (EU) […] [on the deployment of alternative fuels infrastructure] should be construed as references to ‘core network’ as defined in this Regulation. References to ‘comprehensive network’ in Regulation (EU) […] [on the deployment of alternative fuels infrastructure] should be construed as references to ‘extended core network’ and ‘comprehensive network’ as defined in this Regulation.

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23 Regulation of the European Parliament and of the Council of […] on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council (OJ L […]).

23 Regulation of the European Parliament and of the Council of […] on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council (OJ L […]).

Text proposed by the Commission

Amendment

(58) The trans-European transport network should provide the basis for the large-scale deployment of new technologies and innovation, such as 5G infrastructure, which can help enhance the overall efficiency of the European transport sector and capacity to enable secure passenger flows using efficient means, make public or greener transport means more attractive for passengers, and reduce its carbon footprint. This will contribute towards the objectives of the European Green Deal and at the same time contribute to the objective of increasing energy security for the Union. In order to achieve those objectives, the availability of alternative fuels and related infrastructure should be improved throughout the trans-European transport network.

(58) The trans-European transport network should provide the basis for the large-scale deployment of new technologies and innovation, allowing for real-time data and information exchange, such as 5G infrastructure, which can help enhance the overall efficiency of the European transport sector and capacity to enable secure passenger flows using efficient means, make public or greener transport means more attractive for passengers, and reduce its carbon footprint. This will contribute towards the objectives of the European Green Deal and at the same time contribute to the objective of increasing energy security for the Union. In order to achieve those objectives, the availability of alternative fuels and related infrastructure should be improved throughout the trans-European transport network.

Text proposed by the Commission

Amendment

(59) A sufficient number of fast recharging points for light and heavy-duty vehicles accessible to the public should be deployed across the trans-European transport network. This aim should ensure full cross-border connectivity and allow electric vehicles to circulate throughout the Union. Distance-based targets for the trans-European transport network as defined in Regulation (EU) […] [on the deployment of alternative fuels infrastructure] are to ensure a minimum of sufficient coverage of electric recharging points along the Union’s main road networks.

(59) A sufficient number of fast recharging and hydrogen refuelling points for light and heavy-duty vehicles accessible to the public should be deployed across the trans-European transport network. This aim should ensure full cross-border connectivity. Distance-based targets for the trans-European transport network as defined in Regulation (EU) […] [on the deployment of alternative fuels infrastructure] are to ensure a minimum of sufficient coverage of electric recharging and hydrogen refuelling points along the Union’s main road networks.

Text proposed by the Commission

Amendment

(60) Publicly accessible recharging infrastructure along the trans-European transport network as defined in Regulation (EU) […] [on the deployment of alternative fuels infrastructure] should be complemented with requirements on the deployment of recharging infrastructure in multimodal terminals and for multimodal passenger hubs, to provide charging opportunities for long haul trucks when they are being loaded or unloaded or when the driver is taking a rest or for busses in multimodal passenger hubs. In order to ensure free circulation, where the terminals or passenger hubs receive Union or public support, the access for purposes of charging, should be on fair, transparent and non-discriminatory basis, so as to avoid market lock in for specific enterprises or possible distortions of competition. Pricing should be made on transparent and non-discriminatory basis for all authorised undertakings or persons, where the charging infrastructure is build using Union or public funding.

(60) Publicly accessible recharging and hydrogen refuelling infrastructure along the trans-European transport network as defined in Regulation (EU) […] [on the deployment of alternative fuels infrastructure] should be complemented with requirements on the deployment of the corresponding infrastructure in multimodal terminals and for multimodal passenger hubs, to provide charging and hydrogen refuelling opportunities for long haul trucks when they are being loaded or unloaded or when the driver is taking a rest or for busses in multimodal passenger hubs. In order to ensure free circulation, where the terminals or passenger hubs receive Union or public support, the access for purposes of charging and hydrogen refuelling, should be on a fair, affordable, transparent and non-discriminatory basis, so as to avoid market lock in for specific enterprises or possible distortions of competition. Pricing should be made on transparent and non-discriminatory basis for all authorised undertakings or persons, where the infrastructure is build using Union or public funding.

Text proposed by the Commission

Amendment

(61 a) Member States should carry out a climate and environmental vulnerability test and risk assessment of their existing critical infrastructure of transport and provide for all the necessary measures in order to ensure the long-term functioning and increase the resilience of the trans European transport networks.

Text proposed by the Commission

Amendment

(62) Taking stock of the experience with regard to the crisis management during the Covid-19 pandemic25 and in order to avoid traffic disruptions and contingencies in future, Member States should take into account the security and resilience of the transport infrastructure to climate change, natural hazards, human-made disasters and other disruptions affecting the functioning of the Union transport system, when planning infrastructure. To that aim, the European Transport Corridors should also include important diversionary lines which can be used in case of congestion or other problems on the principal routes. In addition, due to their multimodal nature, one mode can substitute the other in case of emergencies.

(62) Taking stock of the experience with regard to the crisis management during the Covid-19 pandemic25 and in order to avoid traffic disruptions and contingencies in future, Member States should take into account the security and resilience of the transport infrastructure to climate change, natural hazards, human-made disasters, geopolitical changes and other disruptions affecting the functioning of the Union transport system, when planning infrastructure. To that aim, existing bottlenecks should be removed and the European Transport Corridors should also include important diversionary lines which can be used in case of congestion or other problems on the principal routes. In addition, due to their multimodal nature, one mode can substitute the other in case of emergencies.

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25 Communication on the implementation of the Green Lanes under the Guidelines for border management measures to protect health and ensure the availability of goods and essential services; C(2020)1897 final (OJ C 96 I, 24.3.2020, p. 1) and Communication of 28 October 2020 from the Commission to the European Parliament, the European Council and the Council on “upgrading the transport Green Lanes to keep the economy going during the COVID-19 pandemic resurgence”; COM(2020)685 final.

25 Communication on the implementation of the Green Lanes under the Guidelines for border management measures to protect health and ensure the availability of goods and essential services; C(2020)1897 final (OJ C 96 I, 24.3.2020, p. 1) and Communication of 28 October 2020 from the Commission to the European Parliament, the European Council and the Council on “upgrading the transport Green Lanes to keep the economy going during the COVID-19 pandemic resurgence”; COM(2020)685 final.

Text proposed by the Commission

Amendment

(62 a) Member States should establish, in cooperation with the Commission and the European Coordinators, “Green Lanes” to ensure the efficiency and functioning of transport infrastructures for the traffic flow of essential goods and of people in case of emergency.

Text proposed by the Commission

Amendment

(63) The participation of undertakings, including those, which are owned or controlled by a natural person of a third country or an undertaking of a third country, including those, which are established in a third country, can accelerate the realisation of the trans-European transport network. However, under specific circumstances, the participation of or contribution by undertakings owned or controlled by a natural person of a third country or an undertaking of a third country to projects of common interest might compromise security and public order in the EU. Without prejudice and in addition to the cooperation mechanism pursuant to Regulation (EU) 2019/45226 , greater awareness of such participation or contribution is necessary to allow intervention of public authorities if it appears that they are likely to affect security or public order in the Union and the participation or contribution does not fall under the scope of Regulation (EU) 2019/452.

(63) Transport infrastructure is the backbone of the economy and society as a whole, some are critical to ensure the good-functioning of vital societal functions, and therefore are a pillar of the strategic autonomy in the Union. In this context, the participation of undertakings, including those, which are owned or controlled by a natural person of a third country or an undertaking of a third country, including those, which are established in a third country, can accelerate the realisation of the trans-European transport network. However, under specific circumstances, the participation of or contribution by undertakings owned or controlled by a natural person of a third country or an undertaking of a third country to projects of common interest might compromise security, public order or strategic autonomy in the EU. Investments, interests and presence of third country-owned companies in European strategic - and sometimes even military - infrastructure, such as ports, airports and container terminals, are increasing. Such increasing foreign presence in European strategic infrastructure risks undermining the resilience of our Union. Therefore, especially in view of the new security situation on our continent, it is crucial that the Union adopts with priority, a stringent strategic approach towards the development and revision of the trans-European transport network and prevents any third country presence that is likely to affect security or public order in the Union. Without prejudice and in addition to the cooperation mechanism pursuant to Regulation (EU) 2019/45226 , greater awareness of such participation or contribution is necessary to allow intervention of public authorities if it appears that they are likely to affect security or public order in the Union and the participation or contribution does not fall under the scope of Regulation (EU) 2019/452.

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26 Regulation (EU) 2019/452 of the European Parliament and of the Council of 19 March 2019 establishing a framework for the screening of foreign direct investments into the Union (OJ L 79I , 21.3.2019, p. 1).

26 Regulation (EU) 2019/452 of the European Parliament and of the Council of 19 March 2019 establishing a framework for the screening of foreign direct investments into the Union (OJ L 79I , 21.3.2019, p. 1).

Text proposed by the Commission

Amendment

(64) While maintenance is and will remain the main responsibility of the Member States, it is important that the trans-European transport network – once built – is properly maintained to ensure a high quality of services. A life cycle approach should be followed when planning and procuring infrastructure projects.

(64) While maintenance is and will remain the main responsibility of the Member States, it is important that the trans-European transport network – once built – is properly maintained to ensure a high quality of services. A life cycle approach should be followed when planning and procuring infrastructure projects, and should be taken into account in order to receive funding from the CEF. Maintenance works should be conducted in compliance with Commission Delegated Decision (EU) 2017/2075.

Text proposed by the Commission

Amendment

(66) European Transport Corridors should help to develop the infrastructure of the trans-European transport network in such a way as to address bottlenecks, enhance cross-border connections and improve efficiency and sustainability. They should contribute to cohesion through improved territorial cooperation. They should also address wider transport policy objectives and facilitate interoperability, modal integration and multimodal operations. The corridor approach should be transparent and clear and the management of such corridors should not create additional administrative burdens or costs.

(66) European Transport Corridors should help to develop the infrastructure of the trans-European transport network in such a way as to address bottlenecks, administrative burden, enhance cross-border connections, in particular for rail, and improve efficiency and sustainability. They should contribute to cohesion through improved territorial cooperation, including with neighbouring countries. They should also address wider transport policy objectives and facilitate interoperability, modal integration and multimodal operations. The corridor approach should be transparent and clear and the management of such corridors should not create additional administrative burdens or costs. The European Transport Coordinators should also encourage the establishment of integrated management structures, including joint ventures, aimed at accelerating the implementation of cross-border infrastructure projects.

Text proposed by the Commission

Amendment

(67) In agreement with the Member State concerned, European Coordinators should facilitate the coordinated implementation of the European Transport Corridors and of the two horizontal priorities, ERTMS and European Maritime Space. They should facilitate measures to design the right governance structure and to identify the priority investments along the European Transport Corridors and of the two horizontal priorities.

(67) In agreement with the Member State concerned, and after consulting the neighbouring countries concerned, European Coordinators should facilitate the coordinated implementation of the European Transport Corridors and of the two horizontal priorities, ERTMS and European Maritime Space. They should facilitate measures to design the right governance structure and to identify the priority investments along the European Transport Corridors and of the two horizontal priorities.

Text proposed by the Commission

Amendment

(69) The work plans of the European Coordinators should be used to promote cooperation between all relevant stakeholders, to strengthen complementarity with actions by Member States and infrastructure managers and in particular to set the milestones and priorities for investments. Based on the work plans, the Commission should adopt implementing acts setting out the priorities for infrastructure planning and for funding.

(69) The work plans of the European Coordinators should be used to promote cooperation between all relevant stakeholders, including where appropriate relevant stakeholders from neighbouring countries. They should strengthen complementarity with actions by public authorities and infrastructure managers and in particular set the milestones and priorities for investments. Based on the work plans, the Commission should adopt implementing acts setting out the priorities for infrastructure planning and for funding in the Member States. Funding from the Union cannot be granted if priorities laid down at European level are not respected.

Text proposed by the Commission

Amendment

(69 a) In order to avoid stranded assets in Member States, due to significant delays on TEN-T projects in neighbouring countries, the Commission should closely monitor the planning, the start and the completion of work of the projects on the networks, as set in the implementing acts. The Commission should submit annual reports to the European Parliament and national Parliaments. In the event of significant delays, that is delays of more than 2 years, the Commission should immediately launch infringement procedures.

Text proposed by the Commission

Amendment

(69 b) The European Coordinator may cooperate with relevant international organisations, such as the Transport Community established under the Transport Community Treaty1a in the field of road, rail, inland waterway and maritime transport, as well as the development of the transport network between the European Union and the South East European Parties.

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1a OJ L 278, 27.10.2017, p. 3.

Text proposed by the Commission

Amendment

(69 c) Based on the work plans, the Union should also be able to conclude high-level agreements with the neighbouring countries concerned, setting out the priorities for infrastructure planning and for funding on their territory.

Text proposed by the Commission

Amendment

(70) The technical basis of the maps specifying the trans-European transport network is provided by the interactive geographical and technical information system for the trans-European transport network (TENtec).

(70) The technical basis of the maps specifying the trans-European transport network is provided by the interactive geographical and technical information system for the trans-European transport network (TENtec), provides the technical basis of the maps reflecting the evolution of the trans-European transport network with a view of achieving the corresponding final goals reflected in Annex I and in the lists of Annex II of this Regulation.

Text proposed by the Commission

Amendment

(70 a) Military mobility aims to harmonise rules across the Member States and to explore the potential of a civilian-military (“dual use”) approach to infrastructure development in order to reinforce the Union’s defence and resilience.

Text proposed by the Commission

Amendment

(71 a) Russia’s war of aggression against Ukraine has confirmed the urgent need to strengthen the Union’s ability to move military forces at the necessary scale and speed and to step up efforts to substantially enhance military mobility. As highlighted by the EU “Strategic Compass for Security and Defence” adopted by the Council on 21 March 2022,- For a European Union that protects its citizens, values and interests and contributes to international peace and security – the Union needs to strengthen dual-use transport infrastructure across the trans-European transport network in order to promote rapid and seamless movement of military personnel, material and equipment for operational deployments and exercises, including humanitarian transport, and to substantially decrease red tape through simplified and uniform administrative procedures, especially for customs requirements. There is a dedicated budget for dual-use transport infrastructure projects under the CEF for the period 2021-2027 (CEF II). However, the limited budget allocation for Military Mobility, representing a budget of EUR 1,69 billion, as adopted in 2020, should be substantially and rapidly increased in order to adapt the TEN-T network to the new geopolitical landscape and improve dual civil and defence use across the Union.

Text proposed by the Commission

Amendment

(72) In order to maximise consistency between the guidelines and the programming of the relevant financial instruments available at Union level, trans-European transport network funding should comply with this Regulation and be based, in particular, on Regulation (EU) No 2021/1153 of the European Parliament and of the Council29 . In addition, network funding should also build on funding and financing instruments provided under other Union law, including InvestEU, the Recovery and Resilience Facility, Cohesion Policy, Horizon Europe and other financing instruments established by the European Investment Bank. To enable the financing of projects of common interest, references to ‘multimodal logistics platforms’, ‘motorways of the sea’ and ‘telematic applications’ in Regulation (EU) 2021/1153 should be respectively construed as references to ‘multimodal freight terminals’, ‘European Maritime Space’ and ‘ICT systems for transport’ as defined in this Regulation. For the same purpose, references to ‘core network’ in Regulation (EU) 2021/1153 should be construed as including ‘extended core network’ as defined in this Regulation.

(72) In order to maximise consistency between the guidelines and the programming of the relevant financial instruments available at Union level, trans-European transport network funding should comply with this Regulation and be based, in particular, on Regulation (EU) No 2021/1153 of the European Parliament and of the Council29 . In addition, network funding should also build on funding and financing instruments provided under other Union law, including InvestEU, the Recovery and Resilience Facility, Cohesion Policy, Horizon Europe, Innovation Fund, and other financing instruments established by the European Investment Bank. To enable the financing of projects of common interest, references to ‘multimodal logistics platforms’, ‘motorways of the sea’ and ‘telematic applications’ in Regulation (EU) 2021/1153 should be respectively construed as references to ‘multimodal freight terminals’, ‘European Maritime Space’ and ‘ICT systems for transport’ as defined in this Regulation. For the same purpose, references to ‘comprehensive network’ in Regulation (EU) 2021/1153 should be construed as including ‘extended core network’ as defined in this Regulation, unless a Member State has already completed its core network.

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29 Regulation (EU) No 2021/1153 of the European Parliament and of the Council of 7 July 2021 establishing the Connecting Europe Facility and repealing Regulations (EU) No 1316/2013 and (EU) No 283/2014 (OJ L 249, 14.7.2021, p. 38).

29 Regulation (EU) No 2021/1153 of the European Parliament and of the Council of 7 July 2021 establishing the Connecting Europe Facility and repealing Regulations (EU) No 1316/2013 and (EU) No 283/2014 (OJ L 249, 14.7.2021, p. 38).

Text proposed by the Commission

Amendment

(73 a) The current budget of the Connecting Europe Facility 2021-2027 (CEF II) has proven insufficient given the rising needs of the transport sector and the new geopolitical context as well as the enhanced TEN-T infrastructure requirements. The Commission and Member States should explore new funding opportunities and plan an ambitious successor programme to CEF II for the MFF post-2027, with reinforced funding. This CEF III should be properly funded and significantly increased, and include a dedicated “external transport” envelope in order to increase cooperation with third countries in terms of cross-border projects and infrastructure deployment.

Text proposed by the Commission

Amendment

(73 b) An increased budget and resources should also be reflected and proportional to the increase of competences and roles of the relevant European agencies, including the European Railway Agency.

Text proposed by the Commission

Amendment

(73 c) The Commission should ensure that the European Coordinators have sufficient resources and support to perform the tasks prescribed to them in this legislation: Particularly with an increased scope of the coordinators’ roles and their cross-border responsibilities, the Commission should allocate sufficient budget and personnel to European Coordinators.

Text proposed by the Commission

Amendment

(74 a) The inclusion of transport nodes (ports, airports, and urban nodes) in Annexes I and II entails the application of other EU legal acts. In order to provide legal certainty and to enable long-term strategic planning, it is essential to keep the network as stable as possible and avoid exclusions, by taking into account their European added value for the internal market and their geostrategic relevance to the Union’s defence.

Text proposed by the Commission

Amendment

(77) In order to ensure uniform conditions for the implementation of this Regulation, implementing powers should be conferred on the Commission as regards implementing acts which specify reference water levels and minimum requirements per river basin (good navigation status), which define a single entity for the construction and management of cross-border infrastructure projects of common interest, which establish a methodology for the urban mobility data to be collected by Member States and implementing acts for each work plan of the European Transport Corridors and the two horizontal priorities as well as for the implementation of specific sections of the European Transport Corridor or for the implementation of specific transport infrastructure requirements of the European Transport Corridor or of the horizontal priorities. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council32 .

(77) In order to ensure uniform conditions for the implementation of this Regulation, implementing powers should be conferred on the Commission as regards implementing acts which specify reference water levels and minimum requirements per corridor, per river basin or per waterway section (good navigation status), which define a single entity for the construction and management of cross-border infrastructure projects of common interest, which establish a methodology for the urban mobility data to be collected by Member States and implementing acts for each work plan of the European Transport Corridors and the two horizontal priorities, as well as for the implementation of specific sections of the European Transport Corridor or for the implementation of specific transport infrastructure requirements of the European Transport Corridor or of the horizontal priorities. Those powers should be exercised in accordance with Regulation (EU) No 182/2011 of the European Parliament and of the Council32.

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32 Regulation (EU) No 182/2011 of the European Parliament and of the Council of 16 February 2011 laying down the rules and general principles concerning mechanisms for control by Member States of the Commission's exercise of implementing powers (OJ L 55, 28.2.2011, p. 13).

32 Regulation (EU) No 182/2011 of the European Parliament and of the Council of 16 February 2011 laying down the rules and general principles concerning mechanisms for control by Member States of the Commission's exercise of implementing powers (OJ L 55, 28.2.2011, p. 13).

Text proposed by the Commission

Amendment

1. This Regulation applies to the trans-European transport network as shown on the maps set out in Annex I. The trans-European transport network comprises transport infrastructure, including infrastructure for the deployment of alternative fuels, ICT systems for transport as well as measures promoting the efficient management and use of such infrastructure and permitting the establishment and operation of sustainable and efficient transport services.

1. This Regulation applies to the trans-European transport network as shown on the maps set out in Annex I. The trans-European transport network comprises transport infrastructure, including infrastructure for the deployment of alternative fuels and ICT systems for transport according to Directive 2014/94/EU of the European Parliament and of the Council and Directive 2010/40/EU of the European Parliament and of the Council, respectively.

Text proposed by the Commission

Amendment

(e) 'bottleneck' means a physical, technical, functional, operational or administrative barrier which leads to a system break affecting the continuity of long-distance or cross-border flows;

(e) 'bottleneck' means a physical, technical, functional, operational or administrative barrier which leads to a system break, congestion or standstills in either direction of traffic, or recurrent interruptions of long-distance or cross-border flows;

Text proposed by the Commission

Amendment

(f) 'urban node' means an urban area where elements of the transport infrastructure of the trans-European transport network, such as ports including passenger terminals, airports, railway stations, bus terminals, logistic platforms and facilities and freight terminals, located in and around the urban area, are connected with other elements of that infrastructure and with the infrastructure for regional and local traffic;

(f) 'urban node' means a functional urban area where elements of the transport infrastructure of the trans-European transport network, such as ports including passenger terminals, airports, railway stations, bus terminals, infrastructure for active modes, multimodal freight hubs and facilities, train turnaround terminals and freight terminals, located in or around the urban area, are connected with other elements of that infrastructure and with the infrastructure for regional and local and urban traffic of passengers and freight;

Text proposed by the Commission

Amendment

(k) 'interoperability' means the ability, including all the regulatory, technical and operational conditions, of the infrastructure, including digital infrastructure in a transport mode or segment, to allow safe and uninterrupted traffic and information flows which achieve the required levels of performance for that infrastructure mode or segment;

(k) 'interoperability' means the ability, including all the regulatory, technical, administrative and operational conditions, of the infrastructure, including digital infrastructure in a transport mode or segment, as well as between different modes, to allow safe and uninterrupted traffic and information flows which achieve the required levels of performance for that infrastructure mode or segment;

Text proposed by the Commission

Amendment

(l) ‘multimodal passenger hub’ means a connection point between at least two transport modes for passengers, where travel information, access to public transport and transfers between modes, including Park and Ride stations and active modes, are ensured and which act as an interface between urban nodes and longer-distance transport networks;

(l) ‘multimodal passenger hub’ means a connection point between at least two transport modes for passengers, where travel information, access to public transport and transfers between modes, including Park and Ride stations and active modes, are ensured and which act as an interface within and between urban nodes and longer-distance transport networks;

Text proposed by the Commission

Amendment

(m) 'multimodal freight terminal' means a structure equipped for transhipment between at least two transport modes or between two different rail systems, and for temporary storage of freight, such as terminals in inland or maritime ports, along inland waterways, in airports as well as rail road terminals, including multimodal logistics platforms as referred to in Regulation (EU) 2021/1153;

(m) 'multimodal freight terminal' means a structure equipped for transhipment between at least two transport modes or between two different rail or barge systems, and for temporary storage of freight, such as terminals in inland or maritime ports, along inland waterways, in airports as well as rail road terminals, including multimodal logistics platforms as referred to in Regulation (EU) 2021/1153;

Text proposed by the Commission

Amendment

(n) 'logistic platform' means an area which is directly linked to the transport infrastructure of the trans-European transport network, which includes at least one freight terminal and enables logistics activities to be carried out;

deleted

Text proposed by the Commission

Amendment

(p) ‘active modes’ means the transport of people or goods, through non-motorised means, based on human physical activity;

(p) ‘active modes’ means the transport of people or goods, through non-motorised means, based on human physical activity or by a combination of electric motor and human power;

Text proposed by the Commission

Amendment

(q) ’ICT systems for transport' means information and communications technology systems and applications using information, communication, navigation or positioning/localisation technologies, enabling to process, store and exchange the data and information needed to manage infrastructure, mobility and traffic on the trans-European transport network effectively, to report relevant information to authorities and to provide value-added services to citizens, shippers and operators, including systems for resilient, safe, secure, environmentally sound and capacity-efficient use of the network. They include systems, technologies and services referred to in points (r) to (x) and may also include on-board devices with corresponding infrastructure components;

(q) ’ICT systems for transport' means information and communications technology systems and applications using information, communication, navigation or positioning/localisation technologies, including space based technologies, enabling to process, store and exchange the data and information needed to manage infrastructure, mobility and traffic on the trans-European transport network effectively, to report relevant information to authorities and to provide value-added services to citizens, shippers and operators, including systems for resilient, safe, secure, environmentally sound and capacity-efficient use of the network. They include systems, technologies and services referred to in points (r) to (x) and may also include on-board devices with corresponding infrastructure components;

Text proposed by the Commission

Amendment

(v) ‘Air Traffic Management / Air Navigation Service System’ (ATM/ANS System) means systems and constituents used for the provision of air traffic management or air navigation services or both;

(v) ‘Air Traffic Management (ATM)' means the aggregation of the airborne, ground-based and space-based functions and services (air traffic services, airspace management and air traffic flow management) required to ensure the safe and efficient movement of aircraft during all phases of operations;

Text proposed by the Commission

Amendment

(w) 'European Rail Traffic Management System' (ERTMS) means the system defined in the Annex, point 2.2, to the Commission Regulation (EU) 2016/91938 ;

(w) 'European Rail Traffic Management System' (ERTMS) means the system defined in the Annex, point 2.2, to the Commission Regulation (EU) 2016/91938 , and in the context of implementation deadlines, it refers to the two existing ERTMS parts: ETCS and GSM-R/GPRS/FRMCS;

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38 Commission Regulation (EU) 2016/919 of 27 May 2016 on the technical specification for interoperability relating to the ‘control-command and signalling’ subsystems of the rail system in the European Union (OJ L 158, 15.6.2016, p. 1).

38 Commission Regulation (EU) 2016/919 of 27 May 2016 on the technical specification for interoperability relating to the ‘control-command and signalling’ subsystems of the rail system in the European Union (OJ L 158, 15.6.2016, p. 1).

Text proposed by the Commission

Amendment

(x) 'radio-based ERTMS’ means ERTMS of level 2 or level 3 that uses radio to pass movement authorities to the train pursuant to Commission Regulation (EU) 2016/91939 ;

(x) 'radio-based ERTMS’ means the radio based train control system ETCS application level 2 or level 3 that can be used with or without a class B system and with or without lineside signals and uses radio (GSM-R/GPRS/FRMCS) to pass all safety and non-safety related data exchange between track and train pursuant to Commission Regulation (EU) 2016/91939;

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39 Commission Regulation (EU) 2016/919 of 27 May 2016 on the technical specification for interoperability relating to the ‘control-command and signalling’ subsystems of the rail system in the European Union (OJ L 158, 15.62016, p.1).

39 Commission Regulation (EU) 2016/919 of 27 May 2016 on the technical specification for interoperability relating to the ‘control-command and signalling’ subsystems of the rail system in the European Union (OJ L 158, 15.62016, p.1).

Text proposed by the Commission

Amendment

(ya) 'free-flowing river' means a river that supports connectivity of water, sediment, nutrients, matter and organisms within the river system and with surrounding landscapes, in all of the following four dimensions: longitudinal (connectivity between up- and downstream); lateral (connectivity to floodplain and riparian areas); vertical (connectivity to groundwater and atmosphere); and temporal (connectivity based on seasonality of fluxes);

Text proposed by the Commission

Amendment

(z) ‘maritime port’ means an area of land and water made up of such infrastructure and equipment so as to permit, principally, the reception of waterborne vessels, their loading and unloading, the storage of goods, the receipt and delivery of those goods and the embarkation and disembarkation of passengers, crew and other persons and any other infrastructure necessary for transport operators within the port area;

(z) ‘maritime port’ means an area of land and water made up of such infrastructure and equipment so as to permit, principally, the reception of sea-going vessels, their loading and unloading, the storage of goods, the receipt and delivery of those goods and the embarkation and disembarkation of passengers, crew and other persons and any other infrastructure necessary for transport operators within the port area;

Text proposed by the Commission

Amendment

(aa) ‘short-sea shipping’ means the movement of cargo and passengers by sea between ports situated in geographical waters of Member States or between a port situated in waters of Member States and a port situated in waters of a neighbouring third country having a coastline on the enclosed seas bordering waters of the Union;

(aa) ‘short-sea shipping’ means the movement of cargo and passengers by sea between ports situated in geographical waters of one or several Member States or between a port situated in waters of Member States and a port situated in waters of a neighbouring third country having a coastline on the seas bordering waters of one or several Member States;

Text proposed by the Commission

Amendment

(aj) ‘maintenance’ means activities that have to be undertaken routinely, periodically or in emergency situations in order to be able to use the asset over its expected service life cycle with the same level of service and safety, in line with this Regulation;

(aj) ‘maintenance’ means activities and works that have to be undertaken routinely or periodically with the intention of maintaining the condition and capability of existing infrastructure during its lifetime in order to ensure high level of services and safety, in line with this Regulation;

Text proposed by the Commission

Amendment

(an a) ‘project authorising decision’ means the decision or a set of decisions, which may be of an administrative nature, taken simultaneously or successively by an authority or by authorities of a Member State, not including administrative and judicial appeal authorities, under a national legal system and administrative law that determine whether or not a project promoter is entitled to implement the project on the geographical area concerned on the trans-European transport network, without prejudice to any decision taken in the context of an administrative or judicial appeal procedure in accordance with Directive (EU) 2021/1187 of the European Parliament and the Council (the "Smart TEN-T Directive");

Text proposed by the Commission

Amendment

(an b) ‘designated authority’ means the authority which is the point of contact for the project promoter and which facilitates the efficient and structured processing of permit-granting procedures in accordance with Directive (EU) 2021/1187 of the European Parliament and the Council (the “Smart TEN-T Directive”);

Text proposed by the Commission

Amendment

(an c) ‘critical infrastructure’ means an asset, system or part thereof used for transport purposes and located in one or more Member States which is essential for the maintenance of vital societal functions, health, safety, security, defence, economic or social well-being of people, and the disruption or destruction of which would have a significant impact in a Member State as a result of the failure to maintain those functions;

Text proposed by the Commission

Amendment

(an d) ‘EuroVelo’ means the European network of long-distance cycle routes that cross and connect the European continent, including the 17 EuroVelo routes in the network;

Text proposed by the Commission

Amendment

(an e) ‘network connectivity index’ means an index which indicates the level of integration achieved through the use of services on each transport network and showing their potential, composed of weighted connectivity indexes for the main transport modes which identify the consistency, the quality, non-discriminatory access for all market participants, the diversity of the offer as well as the inter-modality possibilities between transport modes.

Text proposed by the Commission

Amendment

(an f) ‘significant delay’ means projects, operational and technical standards on the core, extensive and comprehensive network which are delayed for more than two years in relation to the implementing deadlines laid down in this Regulation, and in implementing acts provided for therein;

Text proposed by the Commission

Amendment

2. The trans-European transport network shall strengthen the social, economic and territorial cohesion of the Union and contribute to the creation of a single European transport area which is sustainable, efficient and resilient and which increases the benefits for its users and supports inclusive growth. It shall demonstrate European added value by contributing to the objectives laid down in the following four categories:

2. The trans-European transport network shall strengthen the social, economic and territorial cohesion of the Union and contribute to the creation of a single European transport area which is competitive, sustainable, efficient and resilient and which increases the benefits for its users and supports inclusive growth. It shall demonstrate European added value by contributing to the objectives laid down in the following four categories:

Text proposed by the Commission

Amendment

(i) promotion of zero-emission mobility in line with the relevant Union CO2 reduction targets;

(i) promotion of zero- and low-emission mobility in line with the relevant Union CO2 reduction targets;

Text proposed by the Commission

Amendment

(ii) enabling greater use of more sustainable modes of transport, including by further developing a long-distance rail passenger network at high speed and a fully interoperable rail freight network, a reliable inland waterway and short-sea shipping network across the Union;

(ii) enabling greater use of more sustainable modes of transport, including by further developing a fully interoperable long-distance rail passenger network at high speed and a fully interoperable rail freight network, a reliable inland waterway and short-sea shipping network for passengers and freight across the Union;

Text proposed by the Commission

Amendment

(iv) reduction of external costs including those related to environment, health, congestion and accidents;

(iv) reduction of negative externalities including those related to environment, climate, health, congestion and accidents;

Text proposed by the Commission

Amendment

(v a) contribution to the deployment of decarbonisation technologies, including through alternative fuels infrastructure, and optimization of synergies with the Regulation (EU) 2022/869 of the European Parliament and of the Council1a;

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1a Regulation (EU) 2022/869 of the European Parliament and of the Council of 30 May 2022 on guidelines for trans-European energy infrastructure, amending Regulations (EC) No 715/2009, (EU) 2019/942 and (EU) 2019/943 and Directives 2009/73/EC and (EU) 2019/944, and repealing Regulation (EU) No 347/2013 (OJ L 152, 3.6.2022, p. 45).

Text proposed by the Commission

Amendment

(v b) promotion of active modes infrastructure;

Text proposed by the Commission

Amendment

(i) accessibility and connectivity of all regions of the Union, including outermost regions and other remote, insular, peripheral and mountainous regions as well as sparsely populated areas;

(i) accessibility and connectivity of all regions of the Union, paying particular attention to outermost regions and other remote, insular, peripheral and mountainous regions as well as sparsely populated areas;

Text proposed by the Commission

Amendment

(ii) reduction of infrastructure quality gaps between Member States;

(ii) reduction of infrastructure quality gaps while increasing the capacity of the network within and between Member States;

Text proposed by the Commission

Amendment

(iii) for both passenger and freight traffic, efficient coordination and interconnection between transport infrastructure for, on the one hand, long-distance traffic and, on the other, regional and local traffic and transport services in urban nodes;

(iii) for both passenger and freight traffic, efficient coordination and interconnection between transport infrastructure for, on the one hand, long-distance traffic and, on the other, regional and local traffic in order to improve transport services, including in urban nodes;

Text proposed by the Commission

Amendment

(iv a) European digital interoperable systems for management of all transport modes networks;

Text proposed by the Commission

Amendment

(iv b) increase the network connectivity index;

Text proposed by the Commission

Amendment

(i) the removal of infrastructure bottlenecks and the bridging of missing links, both within the transport infrastructures and at connecting points between these, within Member States' territories and between them;

(i) the removal of infrastructure bottlenecks and the bridging of missing links, both within the transport infrastructures and at connecting points between these, within Member States' territories and between Member States, and connecting, where appropriate, to neighbouring third countries;

Text proposed by the Commission

Amendment

(iii) the interoperability of national, regional and local transport networks;

(iii) the interoperability of European, national, regional and local transport networks through common European technical and operational rules and standards, technical equipment requirements, staff certification, including such as the use of a single Union-wide language for cross-border rail transport;

Text proposed by the Commission

Amendment

(vii a) optimisation of the capacity of the rail network;

Text proposed by the Commission

Amendment

(vii b) continuous and efficient maintenance programs;

Text proposed by the Commission

Amendment

(vii c) greater coordination on infrastructure works between Member State for cross-border projects;

Text proposed by the Commission

Amendment

(vii d) eliminating bottle-necks sections, in particular for cross-border links;

Text proposed by the Commission

Amendment

(i) ensuring the accessibility for and meeting the mobility and transport needs of users, taking into account in particular the needs of people in situations of vulnerability, including persons with disabilities or reduced mobility and people living in remote regions, including the outermost regions and islands;

(i) ensuring the accessibility for and meeting the mobility and transport needs of users, taking into account in particular the needs of people in situations of vulnerability, including persons with disabilities or reduced mobility and people living in remote regions, including the outermost regions and islands, and in rural and sparsely populated areas, thereby preventing and mitigating mobility poverty;

Text proposed by the Commission

Amendment

(ii) ensuring safe, secure and high-quality standards, including quality of services to the users, for both passenger and freight transport;

(ii) ensuring safe, secure and high-quality standards, including quality of services to the users, for both passenger and freight transport, as well as good working conditions for workers;

Text proposed by the Commission

Amendment

(v) ensuring the resilience of infrastructure, in particular on cross-border sections;

(v) ensuring the resilience of infrastructure, in particular on cross-border sections and critical infrastructure;

Text proposed by the Commission

Amendment

(vi a) ensuring, where relevant, the adaptation of parts of the trans-European transport network for the dual use of the infrastructure to address both civilian and defence needs, paying particular attention to key routes of geostrategic importance for the Union;

Text proposed by the Commission

Amendment

(vi b) supporting seamless mobility in the Union through the implementation and strict enforcement of the common technical and operational standards of the infrastructure;

Text proposed by the Commission

Amendment

(vi c) ensuring common European digital and interoperable systems for passengers information and ticketing and freight transport coordination;

Text proposed by the Commission

Amendment

(vi d) ensuring provision of data necessary for digital management of networks;

Text proposed by the Commission

Amendment

(vi e) ensuring adequate maintenance that ensures the quality of the transport infrastructure, and maximises the life cycle value for money invested in infrastructure;

Text proposed by the Commission

Amendment

Resource-efficient network and environmental protection

Resource-efficient, resilient network and environmental protection

Text proposed by the Commission

Amendment

(a a) the development and application of common European rules for implementation of common projects especially in cross border sections;

Text proposed by the Commission

Amendment

(b) the optimisation of infrastructure integration and interconnection;

(b) the optimisation of infrastructure integration and interconnection in order to foster multimodality;

Text proposed by the Commission

Amendment

(f) the taking into account of possible synergies with other networks, in particular the trans-European energy or telecommunication networks;

(f) the taking into account of possible synergies with other networks, including active modes, in particular the trans-European energy or telecommunication networks including the whole electric grid in order to ensure consistency between the recharge infrastructure planning and the respective grid planning ; synergies with the EuroVelo network or network identified in EU Military Requirements for Military Mobility;

Text proposed by the Commission

Amendment

(g) the development of green, sustainable and climate resilient infrastructure designed to minimise the negative impact on the health of citizens living around the network, the environment and degradation of ecosystems;

(g) the development of green, sustainable and climate resilient infrastructure, including infrastructure dedicated to active modes, designed to minimise the negative impact on the health of citizens living around the network, the environment, air and noise pollution, and degradation of ecosystems;

Text proposed by the Commission

Amendment

(h) the adequate consideration of the resilience of the transport network and its infrastructure with regard to a changing climate as well as natural hazards and human-made disasters, as well as intentional disruptions with a view to addressing those challenges;

(h) the adequate consideration of the resilience of the transport network and its critical infrastructure with regard to a changing climate as well as natural hazards, geopolitical changes and human-made disasters, as well as intentional disruptions including by natural persons or undertakings from third countries, with a view to addressing those challenges; particular consideration shall be given to critical infrastructure, in order to ensure supply in times of disruptions;

Text proposed by the Commission

Amendment

3. The environmental assessment of plans and projects shall be carried out in accordance with Council Directive 92/43/EEC49 , Directives 2000/60/EC50 , 2001/42/EC51 , 2002/49/EC52 , 2009/147/EC53 and 2011/92/EU of the European Parliament and of the Council54 . For the projects of common interest for which the environmental assessment has not yet been carried out at the date of entry into force of this Regulation, it should also include the assessment of the compliance with the “do no significant harm” principle.

3. The environmental assessment of plans and projects shall be carried out in accordance with Council Directive 92/43/EEC49, Directives 2000/60/EC50, 2001/42/EC51, 2002/49/EC52, 2009/147/EC53 and 2011/92/EU of the European Parliament and of the Council54. For the projects of common interest for which the environmental assessment has not yet been carried out at the date of entry into force of this Regulation, it should also include the assessment of the compliance with the “do no significant harm” principle. Those environmental assessments shall be carried out in strict compliance with the maximum timeframe set in the Smart TEN-T Directive.

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49 Council Directive 92/43/EEC of 21 May 1992 on the conservation of natural habitats and of wild fauna and flora (OJ L 206, 22.7.1992, p. 7).

49 Council Directive 92/43/EEC of 21 May 1992 on the conservation of natural habitats and of wild fauna and flora (OJ L 206, 22.7.1992, p. 7).

50 Directive 2000/60/EC of the European Parliament and of the Council of 23 October 2000 establishing a framework for Community action in the field of water policy (OJ L 327, 22.12.2000, p. 1).

50 Directive 2000/60/EC of the European Parliament and of the Council of 23 October 2000 establishing a framework for Community action in the field of water policy (OJ L 327, 22.12.2000, p. 1).

51 Directive 2001/42/EC of the European Parliament and of the Council of 27 June 2001 on the assessment of the effects of certain plans and programmes on the environment (OJ L 197, 21.7.2001, p. 30).

51 Directive 2001/42/EC of the European Parliament and of the Council of 27 June 2001 on the assessment of the effects of certain plans and programmes on the environment (OJ L 197, 21.7.2001, p. 30).

52 Directive 2002/49/EC of the European Parliament and of the Council of 25 June 2002 relating to the assessment and management of environmental noise (OJ L 189 18.7.2002, p. 12).

52 Directive 2002/49/EC of the European Parliament and of the Council of 25 June 2002 relating to the assessment and management of environmental noise (OJ L 189 18.7.2002, p. 12).

53 Directive 2009/147/EC of the European Parliament and of the Council of 30 November 2009 on the conservation of wild birds (OJ L 20, 26.1.2010, O. 7).

53 Directive 2009/147/EC of the European Parliament and of the Council of 30 November 2009 on the conservation of wild birds (OJ L 20, 26.1.2010, O. 7).

54 Directive 2011/92/EU of the European Parliament and of the Council of 13 December 2011 on the assessment of the effects of certain public and private projects on the environment (OJ L 26, 28.1.2012, p. 1).

54 Directive 2011/92/EU of the European Parliament and of the Council of 13 December 2011 on the assessment of the effects of certain public and private projects on the environment (OJ L 26, 28.1.2012, p. 1).

Text proposed by the Commission

Amendment

3. The core and extended core network shall consist of those parts of the trans-European transport network which shall be developed as a matter of priority for achieving the objectives for the development of the trans-European transport network.

3. The core and extended core network shall consist of those parts of the trans-European transport network which shall be developed by the Member States as a matter of priority for achieving the objectives for the development of the trans-European transport network. In order to comply with all deadlines, Member States shall ensure the completion of the core network has priority over the completion of the extended core and comprehensive networks;

Text proposed by the Commission

Amendment

At the request of a Member State or Member States concerned, in duly justified cases, the Commission may grant exemptions from the requirements of point b, for specific projects deemed essential to ensure necessary military mobility across the Union in line with article 47a of this Regulation.

Text proposed by the Commission

Amendment

3. A project of common interest encompasses its entire cycle, including feasibility studies and permission procedures, construction, operation and evaluation.

3. A project of common interest encompasses its entire cycle, including feasibility studies and permission procedures, construction, operation (including maintenance) and evaluation.

Text proposed by the Commission

Amendment

4. Member States shall take all necessary measures to ensure that the projects are carried out in compliance with relevant Union and national law, in particular with Union legal acts on the environment, climate protection, safety, security, competition, state aid, public procurement, public health and accessibility as well as legislation on non-discrimination.

4. Member States shall take all necessary measures to ensure that the projects are carried out in compliance with relevant Union and national law.

Text proposed by the Commission

Amendment

5. The Commission may require Member States by means of an implementing act to establish a single entity for the construction and management of cross-border infrastructure projects of common interest. The relevant European Coordinator shall have the status of observer in the management or supervisory board or in both of that single entity.

5. The Commission may require Member States by means of an implementing act to establish a single entity for the planning, construction and management of cross-border infrastructure projects of common interest. The relevant European Coordinator shall have the status of observer in the management or supervisory board or in both of that single entity.

Text proposed by the Commission

Amendment

5 a. Member States shall take all necessary measures to ensure that the projects are maintained in such a way that they provide the same level of service and safety, and ensure sufficient capacity, throughout their lifetime.

Text proposed by the Commission

Amendment

5 b. Member States shall take all necessary measures to ensure continuity in investment for transport project of common interest. In case of discontinuing or downsizing investment, Member States shall justify their decision, based on a socio-economic cost-benefit analysis, to the Commission.

Text proposed by the Commission

Amendment

5 c. Where specific permit-granting procedures for priority projects exist under national law, Member States shall ensure that projects of common interest which are part of the core network are handled under those procedures, where and in the manner such treatment is provided for in national legislation applicable to the corresponding types of transport infrastructure. To ensure efficient administrative procedures related to projects of common interest, project promoters and all authorities concerned shall ensure that the most rapid treatment legally possible is given to these projects.

Text proposed by the Commission

Amendment

5 d. By ... [6 months from the date of entry into force of this Regulation] the Commission shall establish, though an implementing act, a harmonised methodology for the socio-economic cost-benefit analysis of projects of common interest referred to in paragraph 2 and paragraph 5b of this Article. That methodology shall enable a transparent, comparative appraisal of different project proposals under life cycle assessments, including the prioritisation of projects in terms of European added value, notably as regards cross-border sections, missing links, multimodal connecting points and bottlenecks.

Text proposed by the Commission

Amendment

(a) promote the extension of the trans-European transport network policy into third countries;

(a) promote the extension of the trans-European transport network policy into third countries, including for the deployment of alternative fuels infrastructure;

Text proposed by the Commission

Amendment

(e) facilitate maritime transport and promote short-sea shipping routes with third countries;

(e) facilitate maritime transport and promote short-sea shipping routes with third countries, including third countries in direct proximity to the Union’s outermost regions;

Text proposed by the Commission

Amendment

(h a) facilitate railway transport with third countries.

Text proposed by the Commission

Amendment

1 a. In the next Multiannual Financial Framework (MMF) 2028-2035, a budget envelope dedicated to “external transport” shall be created in the CEF III, in order to increase cooperation with third countries in terms of cross-border projects and infrastructure deployment. That new financial envelope shall be at least 30 % of the amount of the current CEF programme and shall be provided under Heading 5 (Security and Defence) and Heading 6 (Neighbourhood and the world) of the MFF.

Text proposed by the Commission

Amendment

2. The core network and extended core network shall consist of those parts of the comprehensive network which shall be developed as a matter of priority for achieving the objectives of the trans-European transport network policy. References to ‘core network’ in Regulation (EU) 2021/1153 shall be construed as including ‘extended core network’ as defined in this Regulation. References to ‘core network’ in Regulation (EU) […] [on the deployment of alternative fuels infrastructure] shall be construed as references to ‘core network’ as defined in this Regulation. References to ‘comprehensive network’ in Regulation (EU) […] [on the deployment of alternative fuels infrastructure] shall be construed as references to ‘extended core network’ and ‘comprehensive network’ as defined in this Regulation.

2. The core network and extended core network shall consist of those parts of the comprehensive network which shall be developed as a matter of priority for achieving the objectives of the trans-European transport network policy. References to ‘comprehensive network’ in Regulation (EU) 2021/1153 shall be construed as including ‘extended core network’ as defined in this Regulation, until a Member State has already completed its core network. Once a Member state has completed its core network, references to ‘core network’ in Regulation (EU) 2021/1153 shall be construed as including ‘extended core network’ as defined in this Regulation. References to ‘core network’ in Regulation (EU) […] [on the deployment of alternative fuels infrastructure] shall be construed as references to ‘core network’ as defined in this Regulation. References to ‘comprehensive network’ in Regulation (EU) […] [on the deployment of alternative fuels infrastructure] shall be construed as references to ‘extended core network’ and ‘comprehensive network’ as defined in this Regulation.

Text proposed by the Commission

Amendment

2. Member States shall take the appropriate measures for the European Transport Corridors to be developed in order to comply with the provisions of this Regulation, by 31 December 2030 for their infrastructure which is part of the core network, unless specified otherwise, and by 31 December 2040 for their infrastructure which is part of the extended core network, unless specified otherwise.

2. Member States shall take the appropriate measures for the European Transport Corridors to be developed in order to comply with the provisions of this Regulation, by 31 December 2030 for their infrastructure which is part of the core network, unless specified otherwise in this Regulation, and by 31 December 2040 for their infrastructure which is part of the extended core network, unless specified otherwise in this Regulation.

Text proposed by the Commission

Amendment

(a) increasing freight and passenger transport activity of more sustainable modes of transport in view of a reduction of GHG emissions from transport;

(a) increasing the share of freight and passenger transport activity of more sustainable modes of transport in view of a reduction of GHG emissions and pollution from transport;

Text proposed by the Commission

Amendment

(b) ensuring enhanced accessibility and connectivity for all regions of the Union while taking into consideration territorial and social cohesion as well as the specific case of the outermost regions and other remote, insular, peripheral and mountainous regions as well as sparsely populated areas;

(b) ensuring enhanced accessibility and connectivity for all regions of the Union while taking into consideration territorial and social cohesion, and in particular the specific case of the outermost regions and other remote, insular, peripheral and mountainous regions as well as sparsely populated areas;

Text proposed by the Commission

Amendment

(d) bridging missing links and removing bottlenecks, particularly in cross-border sections;

(d) bridging missing links and removing bottlenecks, particularly in relation to in cross-border sections or cross border links within the meaning of Regulation (EU) 2021/1153;

Text proposed by the Commission

Amendment

(e) deploying the necessary infrastructure which ensures a seamless circulation of zero-emission vehicles;

(e) deploying the necessary infrastructure which ensures a seamless circulation of zero- and low-emission vehicles, vessels and aircrafts using alternative fuels as defined in Regulation (EU) [  ] [on the deployment of alternative fuels infrastructure];

Text proposed by the Commission

Amendment

(f) promoting the efficient and sustainable use of the infrastructure and, where necessary, increasing capacity;

(f) promoting the efficient, seamless and sustainable use of the infrastructure and, where necessary, increasing capacity;

Text proposed by the Commission

Amendment

(g) keeping existing infrastructure operational and improving or maintaining its quality in terms of safety, security, efficiency of the transport system and transport operations, climate and disaster resilience, environmental performance, and the continuity of traffic flows;

(g) keeping existing infrastructure operational and optimizing, maintaining, consolidating and upgrading its quality in terms of safety, security, efficiency of the transport system and transport operations, resilience of critical infrastructure as well as climate and disaster resilience, environmental performance, and the continuity of traffic flows;

Text proposed by the Commission

Amendment

(h) improving the quality of services and social conditions for transport workers, accessibility for all users, including persons with disabilities or reduced mobility and other people in situations of vulnerability;

(h) improving the quality of services and social conditions for transport workers, accessibility for all users, including persons with disabilities or reduced mobility and other people in situations of vulnerability, preventing and mitigating mobility poverty;

Text proposed by the Commission

Amendment

(h a) ensuring the implementation and strict enforcement of the common operational and technical standards;

Text proposed by the Commission

Amendment

(i) implementing and deploying ICT systems for transport.

(i) implementing and deploying ICT systems for transport and enabling digital enforcement.

Text proposed by the Commission

Amendment

(i a) ensuring that sufficient capacity for rail passenger and freight is reserved on the corridors, with a fair share for each, following the integration of Rail Freight Corridors into the European Transport Corridors;

Text proposed by the Commission

Amendment

(i b) seeking synergies across all modes of transport, including active modes, and removing barriers to active mobility, when infrastructure is being upgraded or newly built;

Text proposed by the Commission

Amendment

(i c) adapting, where necessary, the infrastructure to a dual use in order to address both civilian and defence needs, paying particular attention to strategic infrastructure of the Union;

Text proposed by the Commission

Amendment

(i d) updating and, where relevant, constructing new infrastructure, notably to increase capacity for more sustainable modes of transport in accordance with paragraph 1 point (a) of this Article.

Text proposed by the Commission

Amendment

(a) contributing to transport emission reduction and increased energy security by promoting the use of zero-emission vehicles and vessels and renewable and low-carbon fuels, through the deployment of corresponding alternative fuels infrastructure;

(a) contributing to transport emission reduction and increased energy security by promoting the use of zero- and low-emission vehicles and vessels and renewable and low-carbon fuels, through the deployment of corresponding alternative fuels infrastructure in accordance with Regulation (EU) […][on the deployment of alternative fuels infrastructure];

Text proposed by the Commission

Amendment

(b) mitigating exposure of urban areas to negative effects of transiting rail and road transport;

(b) mitigating exposure of urban and rural areas to negative effects of transiting rail and road transport;

Text proposed by the Commission

Amendment

(d a) ensuring equal access for all market participants on the TEN-T infrastructure.

Text proposed by the Commission

Amendment

(d b) significant reduction of border waiting times for road freight transport;

Text proposed by the Commission

Amendment

(d c) accelerating the construction of "projected new construction lines" in cross-border sections, through a single entity management and a fast track procedure, in order to increase rail freight traffic;

Text proposed by the Commission

Amendment

(d d) increasing the resilience of the network, with a focus on critical infrastructure and dual-use infrastructure;

Text proposed by the Commission

Amendment

(a) the development of a high performance and fully interoperable rail freight network across the Union;

(a) the development of a high performance and seamless fully interoperable rail freight network across the Union;

Text proposed by the Commission

Amendment

(c) the development of a seamless inland waterways, aviation and maritime infrastructure system;

(c) the development of a seamless inland waterways, aviation and maritime infrastructure system for passengers and freight;

Text proposed by the Commission

Amendment

(d) the development of a safe and secure road network, with sufficient alternative fuel infrastructures;

(d) the development of a safe and secure road network, with sufficient alternative fuel infrastructures, and safe and secure truck parking areas;

Text proposed by the Commission

Amendment

(e) the development of improved multimodal and interoperable transport solutions;

(e) the development of multimodal and interoperable transport solutions;

Text proposed by the Commission

Amendment

(g) the deployment of the necessary infrastructure which ensures a seamless circulation of zero-emission vehicles.

(g) the deployment of the necessary infrastructure which ensures a seamless circulation of zero- and low-emission vehicles, vessels and aircrafts, using alternative fuels as defined in Regulation (EU)[…] [on the deployment of alternative fuels infrastructure];